CN116420034A

CN116420034A - Braking device

Info

Publication number: CN116420034A
Application number: CN202180072723.0A
Authority: CN
Inventors: 迈克尔·普茨; 托马斯·齐珀
Original assignee: Timely Stop Ltd
Current assignee: Timely Stop Ltd
Priority date: 2020-08-24
Filing date: 2021-08-24
Publication date: 2023-07-11
Also published as: MX2023002310A; CA3190939A1; MX2023002309A; EP4200536A1; EP4200537A1; WO2022040712A1; US20230392659A1; WO2022040713A1; CA3190936A1

Abstract

The invention relates to a brake device and a machine comprising said brake device, wherein the brake device comprises an actuator (04), a transmission unit, a spreading device, a brake lining (063) and a friction surface; the actuator (04) moves within a limited actuator actuation area; the actuator (04) rotates the deployment device in at least a part of its actuator actuation area via a transmission unit about at least one fulcrum; for braking purposes, the actuator (04) presses the brake lining (063) in the direction of the friction surface and against the friction surface via the spreading device in at least a part of its actuator actuating region, in order to generate a pressing force and a braking moment generated thereby; the transmission unit has a non-linear member (03), i.e. a non-constant transmission ratio over at least a part of the actuator actuation area; and the transmission unit rotates the deployment device according to the nonlinear member (03).

Description

Braking device

Technical Field

The present invention relates to a braking device and a machine according to the general clauses of the independent patent claims.

Background

Various types of actuators with deployment devices are known from the prior art. For example, brakes are known in which the pressed component, in particular the brake lining, is guided along a straight line, and in which the spreading device indicates a particular type of geometry, so that when it rotates, the spreading device rolls onto the pressed component. However, a disadvantage of this type of actuator is that the geometry required for the deployment device is indicative of not only mechanical but also technical disadvantages related to production and therefore not efficient and economical to produce. Furthermore, the durability of this type of deployment device is limited due to the particular geometry involved.

Disclosure of Invention

The object of the present invention is to overcome the disadvantages caused by the prior art. In particular, the object of the invention is to create a brake device equipped with a spreading device which enables an effective operation of the brake device, which has a long service life and which can be produced simply and effectively. Furthermore, the object of the invention may be to provide a braking device which makes it possible to use a deployment device having a conventional geometry.

The object according to the invention is achieved in particular by the features of the independent claims.

In particular, the invention relates to a brake device, wherein the brake device comprises an actuator, in particular an electric actuator, a transmission unit, a spreading device, a brake lining and a friction surface.

Preferably, the actuator is provided to move within a limited actuator operating range.

Preferably, provision is made for the actuator to be able to rotate and/or move the deployment device about at least one rotation point via the transmission unit in at least a part of its actuator operating range.

Preferably, provision is made for the actuator to be able to press the brake lining via the spreading device in the direction of the friction surface and/or against the friction surface in at least a part of its actuator operating range.

It is preferably provided that the actuator is capable of pressing the brake lining in the direction of and/or against the friction surface and thus generates a pressing force via the spreading device and a braking torque generated thereby for braking in at least a part of its actuator operating range.

In other words, the spreading device can thus be moved or rotated by the actuator in such a way that the spreading device presses the brake lining in the direction of the friction surface and against the friction surface for generating a pressing force and a resulting braking moment in at least a part of the actuator actuation area for braking.

The lining travel may be performed by such rotation and/or movement of the deployment device. In the context of the present invention, a lining travel is understood to mean a selective movement of the brake lining, in particular in the direction of the friction surface. In other words, the lining travel may also be considered to be related to the braking action.

In the context of the present invention, a lining travel in connection with a braking effect is understood to be a lining travel in which the brake lining moves, in particular on a friction surface, in particular in the direction of the friction surface.

If applicable, provision is made for the actuator to carry out a lining travel, in particular a travel which is dependent on the braking effect, via the transmission unit at least in a part of its actuator actuation range.

It is preferably provided that the transmission unit indicates a non-linear component, i.e. a transmission ratio which is not constant over at least a part of the operating range of the actuator.

Preferably, provision is made for the transmission unit to rotate and/or move the deployment device in accordance with the nonlinear component.

The deployment device can be rotated and/or moved by an actuator relative to the brake lining, a component of the brake device pressed against the brake lining, the actuator and/or in particular a fixed transmission unit component.

The braking device can also be created as an electromechanical unit.

If applicable, it is provided that the transmission unit and, if applicable, the deployment device will be actuated when the actuator is moved. It can then be provided that actuation of the transmission unit and, if applicable, of the unwinding device will result in a lining stroke being performed and, in particular, a brake lining will be moved.

If applicable, the transmission unit or at least a part of the transmission unit will be designed or constructed to be non-linear. In particular, the transmission unit comprises at least one non-linear feature.

The transmission unit may comprise a plurality of transmission unit components. In particular, the transmission unit may comprise at least one gear train and/or at least one transmission unit, which in particular comprises at least one non-linear transmission ratio, which transmission ratio is to be varied over the actuation path. Furthermore, the transmission unit may comprise at least one transmission ratio for driving or not driving the various components.

If applicable, the movement of the actuator may be non-linearly related to the final movement of the brake lining, in particular the lining travel. Movement of the actuator in certain areas will not result in any lining travel, if applicable.

In the context of the present invention, the terms "no-lining travel" and/or "no-lining travel" may be understood to mean that no significant changes in the braking effect and/or bridging air gap will be made in the process, but movements, for example within a range such as production tolerances or mechanical properties, are not therefore excluded, if applicable. In particular, it may be provided that at the beginning and end of a limited actuator operating range, i.e. in particular at the beginning and end of an actuator movement range, the movement of the actuator does not cause any lining travel and/or no lining travel.

If applicable, provision is made that the transmission unit is to be adapted in areas based on different requirements for the braking device, such as moderate deceleration, full braking, continuous braking and/or the like, as well as internal functions. In other words, the transmission unit, in particular the non-linear component, may be optimized for the operating conditions that occur during operation of the electromechanical brake device.

If applicable, it is provided that such adaptation and/or optimization of the transmission unit is to be performed with the primary aim of achieving the highest possible functional safety of the brake device and the brake system as a whole. In other words, such adaptation and/or optimization of the transmission unit will not be performed on the basis of a single component (e.g. an electric actuator).

If applicable, it is provided that at least two regions of the transmission unit with a lining travel, in particular in relation to the braking effect, are to be optimized and/or adapted differently.

If applicable, it is provided that at least two regions of the transmission unit with a lining travel which is in particular relevant for the braking effect are to indicate two different nonlinear components.

In the context of the present invention, the term "conveyor or transporter" may be understood to mean any device and/or machine that may be used to drive and/or may be used to transport personnel and/or loads while driving.

If applicable, provision is made for the transmission of the transmission unit to be selected and/or designed such that at least one section with a nonlinear component is created, provided and/or provided along the actuator operating range.

If applicable, provision is made for the transmission of the transmission unit to be selected and/or designed to create, provide and/or arrange two, three, four, five, six, seven, eight, nine, ten or more subsections of the nonlinear component with different roles along the operating range of the actuator.

Thus, in the context of the present invention, reference to a brake is understood to mean a braking device.

In the context of the present invention, reference to a rotated contact surface may thus be understood to mean a contact surface of a stent, wherein the stent and the rotated contact surface may be rotated. Furthermore, in the context of the present invention, a contact pressure surface may also be understood to include a contact pressure surface that is rotated.

In the context of the present invention, reference to a contact surface that is not rotated is therefore to be understood as meaning a contact surface of a component of the braking device (which is different from the deployment device). Furthermore, in the context of the present invention, reference to an abutment surface may also be understood to mean a contact surface that is not rotated.

In the context of the present invention, a spreading member may thus be understood to mean a spreading device, in particular also together with at least one rotated contact surface and/or at least one non-rotated contact surface.

In the context of the present invention, reference to an actuator rotation region is therefore to be understood as meaning an actuator operating range.

In the context of the present invention, EMB is understood to mean in particular an electromechanical brake device and/or in particular an electromechanical brake.

If applicable, it is provided that the deployment device is at least partially surrounded by a brake device, in particular a transmission unit, so that the deployment device does not fall out of the brake device if appropriate.

If applicable, provision is made for the deployment device to be arranged loosely in the braking device.

If applicable, provision is made for the deployment device to be arranged in the braking device.

If applicable, it is provided that the deployment device performs a relative movement with respect to the brake lining, the component of the brake device pressed against the brake lining, the actuator and/or in particular the fixed transmission unit component in at least a part of the operating range of the actuator, and in particular in one first actuation point of the actuator or in a first actuation region of the actuator.

If applicable, provision is made that the relative movement of the deployment device is to be optionally, in particular exclusively, performed along or in the plane of rotation of the deployment device.

If applicable, it is provided that the relative movement of the spreading device is optionally, in particular exclusively, performed substantially perpendicular to the direction of rotation, in particular the direction of compression of the spreading device. If applicable, it is provided that the relative movement of the deployment device will optionally, in particular exclusively, take place in at least one direction of extension of the deployment device, preferably in the longitudinal and/or transverse direction of the deployment device.

If applicable, it is provided that the relative movement of the deployment device is to be optionally performed in all directions, in particular in all directions of extension of the deployment device.

The at least one rotated and at least one non-rotated rolling surface, in particular the at least one rotated and at least one non-rotated compacting surface, is also allowed to randomly assume any initial position, for example due to weight or due to vibrations, for example. They may also be frictionally engaged or substantially frictionally engaged without significant relative movement or with significant relative movement in the transverse direction. The frictional engagement may also be overloaded, so that a slip-compensating movement may occur between the at least one rotated and the at least one non-rotated rolling surface, and in this case a hybrid form between slip and rolling may also occur. Additional relative movements in the lateral direction may also occur and vibrations may be superimposed on these movements and/or the relative movements in the lateral direction may be exploited in the freedom of movement and thus cause at least one rotated rolling surface to slide on a non-rotated rolling surface.

The movement of the rolling surface being rotated and the rolling surface not being rotated may additionally follow geometrical changes or deformations.

If applicable, provision is made that the spreading means will comprise at least one contact surface, in particular a contact surface that is rotated.

If applicable, it is provided that the brake device, in particular the transmission unit and/or a component of the brake device, which is to be pressed against the brake lining, comprises at least one abutment surface, in particular a non-rotating contact surface.

If applicable, provision is made for the at least one contact pressure surface to be pressed against the at least one abutment surface in at least a part of the operating range of the actuator, whereby the deployment device is optionally rotated and/or moved.

If applicable, it is provided that at least one rotated contact surface, in particular the contact surface, is pressed against at least one non-rotated contact surface, in particular an abutment surface, in at least a part of the operating range of the actuator by rotation of the spreading device and, if necessary, a pressing force is generated between the pairs of contact surfaces thus present.

If applicable, provision is made that the contact pressure surfaces, in particular the rotated contact pressure surfaces, and/or the abutment surfaces, in particular the non-rotated contact pressure surfaces, are configured such that these surfaces perform a relative movement, in particular a sliding movement and/or a rolling movement with respect to each other, in particular during rotation and/or movement of the deployment device.

If applicable, provision is made for the brake device to be designed such that the brake lining follows a path of movement which will deviate from a straight line during the pressing.

If applicable, provision is made that the contact pressure surface and the abutment surface are designed such that the brake lining follows a movement path which will deviate from a straight line during pressing.

If necessary, this movement path will be defined by the interaction of the transmission unit and/or the unwinding device with the brake lining.

In the context of the present invention, therefore, a rolling relative movement is understood to mean that a rotated contact surface performs a rolling movement on a contact surface that is not rotated, just like a wheel located on a substrate. The surfaces may thus have substantially the same surface speed due to frictional coupling and/or stiction, with the result that the rolling movement is regarded as a particularly low-speed slip (low-slip) in this case. If friction and/or stiction is exceeded, the rolling may be converted into a slip motion with reduced slip, possibly reaching the behavior of the wheel locked on the surface, which is called slip.

Between the two, a transition zone is also possible. A transition zone may also be interposed between the two. In particular when there is a high force on the small parts and thus also a high surface pressure is involved as in the case of a brake device, the ideal theoretical objective would be to achieve a geometry that allows essentially, in particular only rolling movement. In other words, the deployment device may be designed such that the geometry of the deployment device provides rolling motion whenever possible, even when the linear guide guides the movement of the compacted component.

In the case of braking devices, this geometry, which in fact makes so-called ideal rolling behaviour possible, is only pursued to a limited extent or not pursued at all, in order to facilitate other advantages, such as the most advantageous manufacturability, the use of round parts with suitable surface hardness and surface quality, avoiding disadvantageous production or manufacturing methods, such as curve chamfering or the like. If applicable, straight lines or other guides can also be omitted in the braking device, but rather a compensating movement transverse to the pressing direction can be allowed, with which an unreeled (unreeling) state can be required, since no forced guiding is available.

If necessary, the movement effected by the spreading device is on the one hand a movement in the pressing direction and on the other hand a movement with a different movement component, which may also be substantially perpendicular (also referred to herein as transverse) to the pressing direction, although spatially preferably in the plane of rotation of the spreading mechanism. Thus, in the context of the present invention, the lateral direction may also be referred to as high, depending on the "up" in the figures and the usual mounting position of the brake. Deviations from the intended pressing direction are also referred to as height errors, if applicable. Lateral movement may be prevented by a guide, such as a linear guide. However, this can also be achieved by, for example, creating play in the guide or by giving up an effective guide. Lateral movement may also occur as compensation for sliding movement rather than unwinding, particularly when the guide forces such movement.

These movements may be caused by movement of the deployment device, but may also occur independently of movement of the deployment device, for example when they are triggered by vibrations. Even in the case of a rolling movement, the contact point (point, line, surface area) between the rotated contact surface and the non-rotated contact surface can move transversely to the contact direction during the contact pressure.

If applicable, it is provided that the actuator rotates the deployment device about the first rotation point via the transmission unit in at least a part of its actuator actuation range, in particular in the second actuation point of the actuator or in the second actuation range of the actuator.

If applicable, it is provided that the actuator rotates the deployment device about an additional pivot point or rotation point via the transmission unit in at least a part of its actuator actuation range, in particular in an additional actuation point of the actuator or an additional actuation range of the actuator.

If applicable, it is provided that the positions of the at least two rotation points deviate and/or differ from one another.

If applicable, it is provided that the position of the rotation point is limited by the design of the brake device.

If applicable, provision is made for the braking device to be designed such that the displacement of the rotation point of the at least two rotation points of the deployment device is resisted by an elastic resistance, in particular by a resistance device.

If applicable, it is provided that at least one rotation point is supported and/or freely movable, in particular unsupported.

In the context of the present invention, a supported rotation point is therefore understood to mean that the supported rotation point is arranged stationary, in particular without a degree of freedom of movement, relative to the brake lining, the component of the brake device which is pressed against the brake lining, the actuator and/or in particular the stationary transmission unit component.

In the context of the present invention, an uninstalled rotation point is thus understood to mean that the uninstalled rotation point is freely movable with respect to the brake lining, the components of the brake device that bear on the brake lining, the actuator and/or in particular the fixed transmission components, and in particular has at least one degree of freedom of movement with respect to these components.

If applicable, it is provided that the deployment device performs a relative movement with respect to the brake lining, a part of the brake device which is pressed against the brake lining, the actuator and/or in particular a fixed transmission unit part in at least a part of the operating range of the actuator, and in particular in a third actuation point of the actuator or a third actuation range of the actuator.

If applicable, provision is made for the deployment device to comprise at least two deployment device parts, wherein at least one deployment device part is optionally a pin, a peg and/or a prefabricated part.

If applicable, provision is made for at least one contact pressure surface of the stent to be created at least in part by the stent component.

If applicable, provision is made for at least one contact pressure surface of the spreading device to be arranged at least partially on one spreading device part.

If applicable, it is provided that the stent parts are connected to one another, in particular by friction, material, pressing and/or welding.

The spreader may comprise at least two spreader parts, in particular at least one spreader holder and at least one spreader roller arranged thereon. One spreader part, in particular a spreader roller, may be a pin, in particular a cylindrical pin, or a pin, in particular a cylindrical pin.

One stent component, in particular stent roller, may be connected to another component of the stent, in particular stent holder, in a friction and/or material locking manner, in particular by pressing and/or welding.

At least one spreader part, in particular a spreader roll, may be a cylindrical pin with a diameter of 6mm to 10mm (inclusive), in particular 8 mm.

The deployment device may be designed as a cam or lever.

If applicable, provision is made for the deployment device to be designed non-linearly.

If applicable, provision is made for the deployment device to be rotated by an actuator via a transmission unit over a limited rotation range.

In particular, it can be provided that the deployment device is rotated by the actuator via the transmission unit over a limited rotation range. In the context of the present invention, the rotation range is thus understood to be the angular range around which the deployment device rotates.

The cam or lever of the deployment device may be designed to be non-linear.

The at least one nonlinear component may be provided on a cam or lever of the deployment device.

If applicable, provision is made for the deployment device to indicate at least one nonlinear component, i.e. a transmission ratio that is not constant over at least a part of the operating range of the actuator.

Thus, in the context of the present invention, non-linearity is understood to mean non-linear transfer.

Where applicable, provision is made for at least one nonlinear component of the deployment device to be matched to at least one nonlinear component of the transmission.

If applicable, it is provided that at least one nonlinear component, in particular a nonlinear transmission effect, of the deployment device is taken into account when designing the at least one nonlinear component, in particular for nonlinear transmission of the transmission unit.

If applicable, it is provided that the actuator is operated at an operating point deviating from the optimal operating point of the actuator within at least a part of its actuator operating range.

If applicable, it is provided that the actuator is operated over at least a partial range of its actuator operating range at an operating point which deviates from the operating point with maximum power of the actuator.

If applicable, it is provided that the movement of the transmission unit, in particular the deployment device, in the initial direction of the actuator is performed or converted for braking, starting from an initial position, in particular a zero position, of the transmission unit.

If applicable, it is provided that, starting from an initial position, in particular a zero position, the transmission unit, in particular the deployment device, performs or converts a movement of the actuator in a second direction, in particular opposite to the initial direction, for adjusting the air gap, in particular for actuating the wear adjustment and/or the wear adjustment device.

If applicable, it is provided that at least a part of the actuator is rotated once in the initial rotational direction and once in the second rotational direction. The second direction of rotation may be opposite to the first direction.

The transmission unit, in particular the deployment device, may, if applicable, convert an initial rotational direction of the actuator into a movement in the initial direction. The transmission unit, in particular the deployment device, may, if applicable, convert the second direction of rotation of the actuator into a movement in the second direction.

The zero position of the transmission unit may be determined geometrically and/or mechanically by the transmission unit, in particular a non-linear member. Within the context of the invention, therefore, the zero position of the transmission unit can thus be understood as the position at which actuation of the actuator in the initial direction thereby causes a lining stroke. The zero position of the transmission unit can also be determined by the geometry of the transmission unit, in particular the start of the inclination.

If applicable, the actuator can be brought to a rest position, in particular by starting from the zero position of the transmission unit, with a lining travel and without a braking effect. From the rest position, the actuator may be moved in the direction of the initial direction, if applicable, in order to overcome the air gap and/or in order to increase the braking effect, and/or in the direction of the second actuation direction, in order to perform other tasks.

The rest position of the transmission unit may be a position of the transmission unit in which the air gap indicates a defined dimension. The rest position may be the same as the zero position, if applicable.

If applicable, it is provided that a wear adjustment device is provided in the rotation point of the deployment device.

If applicable, provision is made for the deployment device to comprise a drive unit.

If applicable, provision is made for a wear adjustment device to be provided in the drive unit of the spreading device.

In particular, if applicable, it is provided that the angle between the spreading device and the transmission unit is changed and/or adjusted for wear adjustment, in particular in the case of at least one nonlinear component of the transmission unit.

If applicable, this change and/or adjustment is to be performed by an adjusting device, for example, in particular a tooth. In particular, the adjustment device may be utilized to change and/or adjust the deployment device relative to the transmission unit, in particular relative to at least one non-linear component of the transmission unit.

Wear readjustment means are provided between the actuator and the transmission unit or between the transmission unit and the deployment device, if applicable.

In particular, a bracket may be provided to hold the actuator. If applicable, a wear adjustment device should be installed between the actuator bracket and the actuator.

If applicable, it is provided that the transmission unit comprises wear adjustment means for adjusting any existing wear.

If applicable, it is provided that the braking device comprises a wear adjustment device, whereby the wear adjustment device is actuated, in particular exclusively by the actuator, the transmission unit and/or the deployment device.

If applicable, provision is made for the braking device to be provided for manual wear adjustment.

The wear adjustment means may be a ratchet means and/or a worm means.

If applicable, it is provided that the actuator, the transmission unit and/or the deployment device are provided for actuating the adjustment and for wear adjustment, in particular for braking the wear adjustment device.

If applicable, it is provided that the braking device comprises only a single actuator for braking and wear adjustment, in particular for actuating the wear adjustment device.

If applicable, it is provided that the actuator comprises several parts.

If applicable, it is provided that the actuator comprises a spring and an electric motor, whereby, if applicable, the spring and the electric motor are produced independently of one another with respect to the component and/or the direction of action.

If applicable, it is provided that the spring interacts with the electric motor via at least one additional component and/or via the transmission unit.

If applicable, it is provided that the actuator comprises two electric motors.

If applicable, it is provided that the braking device cooperates with at least one motor, in particular at least one electromagnetically excited motor.

If applicable, it is provided that the transmission unit comprises kinematic means.

If applicable, provision is made for the transmission unit to comprise cams, ball slides and/or levers.

If applicable, provision is made for the transmission of the transmission unit to be variable, in particular during the actuation operation.

If applicable, provision can be made for the transmission of the transmission unit to be changed, in particular actively, preferably by rotating the ratchet wheel.

If applicable, provision can be made for the transmission of the transmission unit to be changed, in particular passively, preferably by spring-loaded retraction of the components or by elastic deformation of the components.

In the context of the present invention, a braking operation can thus be understood as the period of time between commissioning and switching off of the braking device, during which the braking device is ready to acquire and implement a braking command. In other words, the brake device is ready for a braking operation in the braking mode.

If applicable, provision is made that the transmission unit is to be selected and/or designed such that at least one section with a nonlinear component is produced and/or provided along the actuator operating range.

If applicable, provision is made that the transmission unit is to be selected and/or designed such that at least two sections with differently acting nonlinear components are produced and/or provided along the actuator operating range.

Where applicable, provision is made for the at least one nonlinear component to be selected from the following nonlinear components: a nonlinear component for overcoming an air gap between a brake lining and a friction surface, a nonlinear component for determining a contact point of the friction surface and the brake lining, a nonlinear component for achieving a minimum braking effect, a nonlinear component for generating an increased braking torque, a nonlinear component for operating with reduced electrical power requirements, a nonlinear component for rapidly achieving high braking efficiency, a nonlinear component for measuring and/or adjusting parameters, a nonlinear component for reducing electrical and mechanical stresses at the beginning of a lining stroke, a nonlinear component for compensating for braking attenuation, a nonlinear component for wear readjustment.

In particular, the invention relates to a conveying device, a transporting device, a machine, a vehicle, an elevator and/or a bicycle, comprising an electromechanical actuator according to the invention.

The invention relates, where applicable, to a conveyor, a part of a conveyor or a part of a machine, such as in particular a drive shaft, which comprises or is produced by an electromechanical actuator according to the invention.

If applicable, it is provided that the machine, in particular the conveyor or the transport device, comprises an additional, in particular electronic, braking device.

If applicable, it is provided that the additional braking device is designed as a parking actuator, in particular a spring-loaded parking actuator.

In particular, the invention relates to a method of operating a brake device according to the invention.

If applicable, it is provided that the transmission unit and/or the deployment device convert only a part of the movement of the actuator, in particular a part of the operating range of the actuator, into a lining stroke.

If applicable, it is provided that the actuator is moved by the transmission unit and/or the deployment device in the initial direction and in the second direction, if necessary before and/or after the part of the actuation range of the actuator which is relevant for the lining travel, no lining travel is produced which is relevant for the braking effect.

If applicable, it is provided that the transmission of the transmission unit is selected and/or designed in such a way that, starting from an initial position, in particular the zero position of the transmission unit, a nonlinear component is arranged in the initial direction along the movement of the actuator, in particular the movement of the lining travel.

If applicable, provision is made for at least two nonlinear components to be arranged along the initial direction according to the sequence provided below: a nonlinear component for reducing electrical and mechanical stresses at the beginning of a lining stroke, a nonlinear component for overcoming an air gap between a brake lining and a friction surface, a nonlinear component for determining a contact point of the friction surface and the brake lining, a nonlinear component for achieving a minimum braking effect, a nonlinear component for reducing electrical power requirements, a nonlinear component for rapidly achieving a high braking effect, a nonlinear component for generating an increased braking torque, and thus a braking torque which is adapted to the corresponding braking dynamics when necessary, a nonlinear component for compensating for braking attenuation.

If applicable, provision is made for the above-mentioned nonlinearities to be provided continuously in the initial direction on the transmission unit. In particular, the aforementioned nonlinear components may be traversed stepwise and/or sequentially as the actuator moves.

If applicable, provision is made for the nonlinear components to be arranged in any preferred order along the initial direction.

If applicable, provision is made for the above-mentioned nonlinear components to be arranged on the transmission unit in any order along the initial direction.

If applicable, provision is made for the transmission unit to be selected and/or designed such that, starting from an initial position, in particular a zero position, of the transmission unit, along the movement of the actuator in the second direction, a nonlinear component for measuring and/or setting parameters and/or a nonlinear component for wear adjustment is provided.

If applicable, it is provided that the nonlinear component for measuring and/or setting the parameter and/or the nonlinear component for wear adjustment is arranged continuously on the transmission unit in the second direction. In particular, the nonlinear components for measuring and/or setting parameters and/or the nonlinear components for wear adjustment may be stepped through and/or traversed sequentially during movement of the actuator.

If applicable, provision is made for the nonlinear component to be designed for measuring and/or adjusting parameters, if applicable, for measuring mechanical losses, zero position of the transmission unit, zero position of the actuator position and/or at least one spring action.

If necessary, provision is made for the nonlinear component for measuring and/or setting the parameter to be designed such that the actuator is moved in its initial direction starting from the zero position of the transmission unit.

If applicable, it is provided that at least one parameter of the braking device, in particular the motor loss, transmission unit loss, mechanical loss and/or any influence of any springs present, is measured by the movement of the actuator in its initial direction.

If applicable, provision is made for the moment of the actuator generated and/or caused by the movement to be detected.

If applicable, it is provided that on the basis of a comparison of at least one parameter of the braking device, in particular the torque of the actuator, with a desired value and/or a measured value of the torque of the actuator at other operating points and/or in other operating states, it is evaluated whether an adjustment of the braking device is necessary.

If applicable, provision is made for the nonlinear component for measuring and/or setting the parameter to be designed such that the actuator is moved in its second direction starting from the zero position of the transmission unit.

If applicable, provision is made for a force measuring device, in particular a spring and/or an end stop, to be provided in the second direction against which at least a part of the transmission unit, in particular the actuator, is placed, whereby, if applicable, a zero position of the actuator position can be measured and/or adjusted.

If applicable, at least one parameter of the defined braking device is obtained by comparing the torque, motor current and/or motor voltage in normal operation with the torque, motor current and/or motor voltage in measured operation.

If applicable, provision is made for the nonlinear components for reducing the electrical and mechanical stresses at the beginning of the lining travel to be such that the transmission ratio of this nonlinearity in the first half of the air gap is more than twice the speed transmission that is present in the second half of the air gap.

If applicable, provision is made for the nonlinear component for reducing the electrical and mechanical stresses in the lining travel to be designed such that in the first half of the air gap, in particular in the first half of the path for overcoming the air gap, this nonlinear transmission ratio, in particular the speed transmission, preferably the ratio between the speed of the actuator and the speed of the lining travel, is more than twice the speed transmission in the latter half of the air gap.

Provision is made, if applicable, for the nonlinear component to overcome the air gap between the brake lining and the friction surface such that the transmission ratio of the nonlinear component over more than half of the air gap is less than half of the maximum speed transmission in the lining travel range adjacent the air gap, so that the air gap is overcome more quickly than in normal operation if applicable.

If applicable, provision is made for the nonlinear component for overcoming the air gap between the brake lining and the friction surface to be designed such that, over more than half of the air gap, in particular more than half of the distance for overcoming the air gap, the nonlinear transmission ratio, in particular the speed transmission, preferably the ratio between the speed of the actuator and the speed of the lining travel, is less than half of the maximum speed transmission in the region of the lining travel adjoining the air gap, so that the air gap is overcome more rapidly than in normal operation if required.

If applicable, provision is made for the nonlinear component that overcomes the air gap between the brake lining and the friction surface to cause the actuator to operate at maximum actuator power, thereby overcoming the air gap as quickly as possible.

If applicable, provision is made for the nonlinear component for overcoming the air gap between the brake lining and the friction surface to be designed such that the air gap is overcome as quickly as possible by means, in particular cams or ramps, which indicate a slope, which is designed such that, if necessary, starting current peaks and starting current loads can be prevented and/or reduced at the beginning of the lining travel.

If applicable, provision is made for the nonlinear component for determining the contact point of the friction surface and the brake lining to be designed such that the contact point of the brake lining and the friction surface can be identified, in particular from the energy, current and/or power consumption of the actuator and/or from the course of the actuator load, in particular the moment.

If applicable, it is provided that by means of a nonlinear component for determining the contact point of the friction surface with the brake lining, an adjustment of the brake device, in particular an adjustment of the brake lining and/or an adjustment of the air gap, can be checked for necessity.

If applicable, it is provided that, within the possible range of the contact point of the brake lining and the friction surface, a non-linear transmission of the transmission unit for determining the contact point of the friction surface and the brake lining will result in an evaluable combination of transmission ratio and actuator torque, in particular an explanatory curve of energy, current and/or power consumption from the actuator.

If applicable, it is provided that the evaluable combination of the transmission ratio and the actuator torque is an explanatory progression from the energy, current and/or power consumption of the actuator, the actuator load and/or the actuator torque during actuation, in particular taking into account the respective transmission ratio.

If applicable, it is envisaged that there is a significant difference in behaviour in the air gap starting from the point of contact between the friction surface and the brake lining, within the non-linear range used to determine the point of contact between the friction surface and the brake lining.

If applicable, provision is made for the nonlinear component for achieving a minimum braking effect to be designed such that a certain desired minimum braking effect is achieved within a minimum effective time, in particular for emergency braking, which is at most only up to 20% higher than technically possible with a braking device, in particular in order to achieve a minimum braking effect.

If applicable, it is provided that the nonlinear component for generating the increased braking torque (whereby the braking torque is adapted to the braking dynamics, if applicable) is designed such that the speed of the braking torque build-up is adapted to the dynamic weight change of the vehicle caused thereby, so that the locking of the vehicle wheels is counteracted, if applicable.

If applicable, provision is made for the nonlinear component for operation with reduced electrical power demand to be designed in such a way that the power consumption of the actuator is at least 20% lower than the nonlinear component during operation of the transmission unit at low rotational speeds (rpm) and/or when the actuator is at rest, which nonlinear component is designed in particular according to the criteria of maximum achievable motor output power, for the same or similar operating and/or operating points, in particular for operation at low rotational speeds and/or the actuator is at rest, so that the power consumption of the actuator is reduced, in particular during longer continuous braking.

If applicable, provision is made for the transmission of the transmission unit to be selected and/or designed in such a way that, from the initial position, in particular a movement of the transmission unit along the zero position of the movement of the actuator, in particular a movement of the lining travel in the initial direction, nonlinear components for operation with reduced electrical power requirements are provided in such a way that, in an operating state with long holding times and/or high temperature loading, low electrical energy consumption and/or in particular low thermal loss of the electrical actuator is produced.

If applicable, provision is made for the nonlinear component for compensating the brake damping to be designed such that the actuator is operated with a motor torque which is higher than the nonlinearity of the standard design according to the maximum achievable motor output power, under the same operating conditions, in particular at higher operating temperatures, in particular above the maximum permissible motor torque and/or above the maximum permissible shaft power, so that the braking effect is also achieved in the case of brake damping.

If applicable, it is provided that at least one nonlinear component for compensating the air gap error, in particular on the lining path, is designed in such a way that the air gap error, in particular the deviation of the air gap dimension from the assumed dimension, is compensated, whereby the air gap error preferably results from wear.

If applicable, it is provided that, in particular by adjusting the movement of the actuator, if applicable, the braking device is operated up to a certain deviation of the air gap error magnitude, preferably without wear adjustment and/or without wear adjustment means.

If applicable, it is provided that the wear readjusted nonlinear component is designed such that the actuator, in particular starting from the zero position of the transmission unit, performs a movement opposite to the direction of movement or direction of rotation for braking, in particular a movement in the second direction, and that by this movement of the actuator, in particular without a braking effect, the wear adjustment device is thereby braked.

If applicable, provision is made for the non-linear component of the wear adjustment to be designed such that the actuator performs a movement in the braking direction, in particular in the initial direction, by which movement the wear adjustment device is braked, since, if necessary, an additional movement of the actuator, in particular without a functional lining stroke, after the maximum position of the actuator required for braking, in particular parking braking, is reached, will result in or be ready for braking of the wear adjustment device.

If applicable, provision is made for the nonlinear component for rapidly achieving a high braking effect to be designed such that the actuator operates with a motor torque equal to the maximum permissible motor torque and/or equal to the maximum permissible shaft power.

If applicable, provision is made for at least one actuator position of the actuator to be reduced, in particular very low electrical power requirements or no current, by a corresponding design of at least one nonlinear component and, if applicable, by the interaction of this at least one nonlinear component with the spring, in particular the spring action.

If applicable, it is provided that the effective range of the at least one nonlinear component/nonlinear acting component is distributed over several, in particular nonlinear and/or nonlinear acting components of the transmission unit, in particular several transmission unit components, preferably cams and/or ball ramps which are twisted relative to one another.

The effective range of the at least one nonlinear component and/or nonlinear assembly, in particular the effective range and/or design of the transmission unit component, can be assigned to a specific actuator operating range, respectively.

By using additional nonlinear-acting components, the overall actuator operating range may be increased and/or expanded, which is predetermined and/or limited by the nonlinearity of the individual components. In particular, the effective range of existing nonlinear components may be increased and/or enlarged, preferably the actuator operating range limited by the operating range and/or the range of movement of the transmission unit components.

Where applicable, provision is made for an initial transmission unit component, in particular an initial nonlinear component of the initial transmission unit component, to be associated with an initial actuator operating region. In order to be able to increase the movement range and/or the braking range, a second transmission unit component can be provided, which is assigned to a second actuator operating range. The second transmission unit component may be indicative of another portion of the first nonlinear component and/or the second nonlinear component. The second actuator operating region may be adjacent to the first actuator operating region.

If applicable, provision is made for the transmission of the transmission unit to be selected/designed such that an actuator movement without a braking action causes a movement of the brake part, for example in particular of the brake lining carrier.

If applicable, it is provided that such a movement does not generate and/or only generates a minimal residual resistance moment.

If applicable, it is provided that the movement of the brake component, for example in particular of the brake lining carrier, is influenced by the movement of the actuator without a braking action, i.e. without a braking effect, in such a way that there is no and/or only a minimized residual resistance moment, which may be known under the term "zero resistance".

The following examples are entered into the inventors' examples which are intended to provide a better understanding of the invention. The features described below may be, but are not necessarily, features of a brake device according to the invention. The braking device according to the invention may comprise and/or indicate the features listed alone or in combination (i.e. any combination).

The term "actuation" may be understood as a process of increasing the braking effect, while "release" may be understood as a process of decreasing the braking effect. The drive mechanism can accomplish both tasks.

A "ratchet" is understood to mean any device or effect that specifies one direction, e.g. a rotational direction, or selects one direction from two directions. This can be achieved by positive locking (e.g. gear teeth), friction locking (e.g. coil springs) or by geometric means of compression or contact pressure, if necessary, also driven so that e.g. a worm or screw continues to rotate the worm wheel part with good resolution, but the "ratcheting" is achieved by ratchet-like rotation of the screw. All ratchet functions described herein can of course also be performed with such a "driven ratchet", but the transfer is performed precisely. There are many known "ratchet" features that generally have certain advantages, such as high resolution. Hydraulic solutions may also be used here, which are corrected, changed or direction-dependent, for example by means of grooves, valves, viscosity or other means. These "ratchets" may be combined here as well with a minimum of one additional function, such that they limit the moment, limit the travel, or drive the travel from a certain state (e.g., from a moment), for example.

In the present case, "non-linear" can thus be understood as any behavior that is not based on a constant transmission ratio, such as a common transmission unit. This non-linear behaviour can be defined in very different ways.

Examples:

curves between input and output forces on the actuation path

Limited to one direction of movement only

Limited to a specific moment or force

Allowing one component to move while the other component is stationary.

In the following section, we will also use the phrase "braking with respect to modifiable transfer ratio", which is used in the same sense as "non-linear", although here generally "in the same sense" is not necessarily thus understood as "exactly the same", but in this case as "producing the same sense".

There are many ways to indicate the brake strength, from the perception of the physical magnitude. Thus, the term "braking effect" is used herein, which includes all variants and may be expressed as, for example, braking torque, braking force, braking delay, etc. These effects are not mentioned separately below, but are considered to be effective.

The "lining position" or "lining travel" may describe the position of the brake lining or a value derived therefrom, such as an actuator angle. These values are applied starting from a defined starting value, preferably the maximum distance from the friction surface (brake disc or brake drum or the like). After overcoming the air gap, i.e. from the point where the lining contacts the friction surface ("contact point"), the term "deformation" may be used, if applicable, because from this point on contact pressure is generated, which leads to deformation or overall deformation. The contact point is not a geometrical point but a question that just starts. All this applies when several liners are involved.

In the case of linear movement (as in the case of brake pads), it is interesting to relate force and displacement (or stroke) to the transmission ratio. In the case of rotating components (e.g. contact cams or actuator motors), the most common terms are moment and angle, but of course also e.g. circumferential forces and e.g. displacements over the circumference may be used. The position may be considered an angle and thus naturally also a measurable quantity, such as a step size or the like, or as a linear measurement. In the following, these terms are used in an efficient or rational way, i.e. "strong" also means, for example, a high actuator moment, and only one term is listed, for example, but all terms having a similar effect are included. Since both rotational and linear movements may occur in EMBs, forces and moments and/or paths, displacements and angles are typically used in the same sense, i.e. both versions are not mentioned, although both typically occur, such as the angle of the actuator shaft or the stroke of the lining. This naturally also means that the actuator moment can generate different pressing forces or pressing forces at different points of the nonlinear component, or that the lining position and the actuator angle are not directly related, for example, but if applicable, by way of the nonlinear component and the resulting total displacement or transmission, for example. The terms "control" and "regulation" are used equally as well, except where differences are explicitly indicated.

Terms such as "and", "or", "and/or" are intended to be essentially non-exclusive. In principle, features may also be a plurality, for example several springs instead of one specific, or several brake actuators instead of one specific drive. An arrangement representation is one of several possibilities: for example, if a compression spring is shown, this may also be accomplished with an extension spring or a combination thereof, or other pushing or pulling forces. Thus, modifications with the same or better results are also possible, for example when the spring is truncated at a place other than that shown.

Actuator configuration:

advantageously, the wear adjuster is driven by a brake actuator, however, one brake actuator may of course utilize its own wear adjuster actuator.

For example, several electric motors may also be used for safety reasons or other purposes. For example, one may perform a service brake function, the other may perform a parking brake function (e.g., which remains active in a powered-off state), and the parking brake drive unit may also perform or support the service brake function, e.g., in an emergency situation.

Brake actuator torque:

In all of the above-described procedures using brake actuator torque, self-amplification should of course be considered, if applicable. In this case, other driving energy must also be considered, such as springs or energy from thermal expansion (e.g. the brake disc expands upon heating, corresponding to the applied contact pressure energy, or the brake drum may expand corresponding to the removed contact pressure energy).

For example, when only one objective is optimized, there may be a single optimal transmission ratio sequence that changes transmission by braking. For example, the shortest possible braking time may be a single goal, and one will get a physically correct answer, i.e. the transmission at each point must be such that the brake actuator operates at maximum shaft power. This would mean that the transfer ratio has to be changed in several times of ten, since the pressure at the beginning is zero and only very small displacement losses have to be compensated, for example, at the end a full braking of the front wheels of the passenger car would be required to be 30kN.

It is suggested here that such "optimal" transfer ratio sequences are not implemented, but that the requirements directly related to a reasonable and advantageous implementation under real conditions are solved. Furthermore, it is suggested here that a single optimum is not pursued, but rather that the basic situation serving as an "optimum target path" is taken into account. For example, contrary to the aforementioned requirements, states with an actuator wave power, e.g. defined as zero, also occur very frequently, e.g. when a certain actuator position is not changed, e.g. in order to maintain the final braking effect. Here, for example, the thermal load of the stationary actuator can be combined with the simultaneous generation of heat in the EMB as an additional requirement with respect to the actuator torque and the main transfer ratio, wherein the actuator shaft power is zero, but the electrical power is not. Here, electrical power loss at the actuator may be included, which may be small when the actuator is stationary, because the holding current still flows, but the small copper resistance causes a small voltage drop, and thus the square of the current times the actuator resistance causes a small thermal power.

There may be many states in EMB, in which case it is recommended not to pursue the best order, but to consider the basic state. For example, spring-braked actuators are also included, wherein the spring force is assumed to be braking and the actuator force is assumed to be releasing. In maintaining the released state, it is proposed here not to use, for example, "optimal maximum motor power" to maintain the release, but rather to use a minimum actuator moment to maintain the release, which is still safe to operate under all given conditions.

For the explanation presented here, which is not so important as to how the optimal nominal sequence of nonlinearities is generated, the proposal here mainly involves the realization of the actual sequence of nonlinearities into reality, which satisfies the condition, whereby one will retain the final drawback of being small in nature (e.g. the theoretically shortest possible operating time can no longer be achieved). Since this task does not have a single possible solution, it will be compared according to the advantages of the solution variants, whereby one can of course also be satisfied with a single or initial solution from several theoretically possible solutions, especially when one has an overall knowledge of similar solutions. The actuators presented herein also often incorporate various non-linear components, such as cams that actuate levers. In this case, both mechanically and geometrically advantageous solutions will be applied, if applicable, e.g. with both and in an effort to obtain an advantageous overall actual nonlinearity. However, multiple nonlinear components in the EMB may also be designed and interact in different ways. For example, the spring force may act on the cam in a crank-like manner, driving the contact pressure lever, in which case the three non-linear components perform the "optimal" hold-down effect. As mentioned above, it is often necessary to consider not a single optimum value, but a target sequence of setpoints, for example, resulting from the fact that the relaxing spring can always exert sufficient force to exert pressure on the lining under all conditions.

And (3) adapting to frame conditions:

the cam shape, in particular the maximum torsion angle, and the leverage that is utilized when expressed in terms of minimum and maximum cam radii, is always quite decisive for the achievable dimensions of the actuator. The building size of course creates space requirements, but also weight and price considerations. However, in particular in the region of the actuator, the available installation space may be severely limited, because of other components located there, such as rims, wheel suspensions or drive shafts, but also because of, for example, spring movements and steering movements. Therefore, it is of little practical significance to achieve non-linearities that are considered to be theoretically optimal, in quite unfavorable or even impossible dimensions.

It is therefore proposed to design the cam track according to geometrical and mechanical improvements. In this regard, it may be beneficial to maintain the cam twist angle well below 180 ° when, for example, a collision may occur in the cam twist.

Quite different tasks and conditions can be provided for different cam positions. For example, one position with a spring-braked parking actuator may be designed with as low a release holding moment as possible, while the adjacent areas should still allow a quick application of pressure. In the following, this will be shown on a driving actuator, wherein a high lining movement speed is required in the air gap and the resulting pressure will lead to a significant change of the actuator moment, for example, in order to be able to easily identify a contact of the brake lining by the course of the actuator moment. For this strong change of the initial behavior, it is recommended that the roller running on the cam adopts a small radius, since the cam track is more easily designed for a small roller radius (in particular, it is not possible in practice without points, see above).

The design procedure is as follows:

with a comparison of these suggestions, see fig. 11, 1201, 1202, 1301-1302 (fillet radius with wrong slope, radius offset with correct slope, reduction of total torsion angle), interesting effects can be seen, i.e. not all "compromises" always have similar effects. Applying the corner radius alone will result in an inoperative braking condition, the deviation of the radius only resulting in a minimally larger necessary torsion angle, which in turn can be reduced (whereby, of course, the smallest radius will have to be controlled again), and by combining (reducing a larger torsion angle, followed by controlling the smallest radius) a solution very close to the nominal sequence can in fact be obtained. It is therefore interesting that both nonfunctional solutions and solutions approaching the target requirements can easily be generated from them.

Another validated program may be to handle non-linearities abstractly, testing or checking for changes in their impact, if applicable, e.g. which drive time behavior occurs. Thereby, the conversion of the nonlinearity into a cam track is made manageable (mathematically considered "just" as an unwind curve), and then the resulting just-changed nonlinearity track can also be observed quickly, thus making local changes to the nonlinearity, e.g., expanding the change in transfer ratio over a slightly larger range or even an area, particularly when it is recognized that an improved cam range or nonlinearity range is desired. For this purpose, however, it is helpful when it is desired to represent the geometric change as non-linear, for example by a braked transmission ratio, to provide a fast and feasible conversion of non-linearity to cam surface and/or vice versa.

For this type of conversion, there are some useful methods. For example, the torque angle may be set from a nonlinear force transmission ratio or torque transmission ratio. For example, this may be considered an "initial derivative" because it refers to a geometric slope. Therefore, it is suggested that integration is required in order to derive the absolute value from the slope. In the following, it may be suggested that it is helpful to initially determine the centre path of the output roller, since it is easier to determine a "cam track" with a zero imaginary roller radius. It is now proposed to project a center point on the radius onto the cam surface. Of course, these steps need not be performed exactly as suggested herein. One can also simplify something, summarize them or similarly solve them. Most importantly, it is always important to present a path from non-linearity to movement trajectory, no matter how similar. This may and/or should be automated, for example, using Matlab-Simulink or any other similar language. The practitioner of this proposed method can consider to what extent it is simply a mathematical "unwind function" and in this case helps.

It is also proposed to represent the "inverse function" of the aforementioned points, i.e. it is projected, for example, from the cam surface to, for example, the roller central track, and then "differentiate" the radius of the central track into a slope, and thereby obtain the torque transmission ratio through an angle, whereby the inverse path appears to be somewhat simple. One need only solve for one of the two paths, e.g., one need only solve for one path from the surface area path to the transfer ratio sequence. The inverse function may then be obtained, for example, by iteration, i.e. by one of the appropriate iterative solving processes, also called "root-finding". One can solve these tasks point by point, which is more consistent with human understanding, as one can think about what to do from one point to the next. Such a "point-by-point solution" is suggested as a general solution function, since a solution for one point can also be formulated as a general function.

Instead of cams, ball ramps may also be used, for example with a non-constant slope or a non-constant radius for the ramp pivot point, or other non-linear components, such as levers, cranks, wheels, etc. with a non-constant radius. In general, the non-linear to geometric transformations and geometric to non-linear transformations presented herein may also be referred to as transformations.

Mathematical inaccuracies can also be compensated for. In particular in the region of strongly and locally rapidly changing transmission ratios, the mathematical generation of the cam surface from the rolling center point curve can lead to slightly different transmission ratios when the rolling is actually performed or when the rolling center point curve is again generated from the rolling by inverse mathematics. This can be compensated by superimposing the deviation of the found expected rolling center point curve, which is then converted again from actual rolling, on the nominal rolling center point curve, which has been assigned the correct sign, as a pre-compensation, thus determining the cam surface area.

The same applies to other rolling procedures, such as ball ramp.

This interpretation of the nonlinearity is not limited to the actuator torque, as the actuator torque is used above as an example only. In the same way, for example, one nonlinear component may be a spring brake, or a residual torque between a spring torque and an actuator torque, or any nonlinearity, which is however exploited, whereby the target behavior may be expressed by the brake. The most advantageous effect of the disadvantageous slope on one nonlinear component may also be advantageously affected by additional nonlinearities, for example by designing the nonlinear component only for geometrically and mechanically advantageous slopes, and by further improving the additional nonlinear component of the slope in order to achieve overall target behavior. For example, when combining very strong nonlinear regions of the spring links with cam nonlinear components, it is very advantageous for spring braked EMB: for example, the spring will be maximally tensioned in the fully released state and maximally released in the fully braked state. For example, for a cam, the relaxed spring action may be aimed to provide the greatest hold-down force and a fully tensioned spring action acting on the hold-down region so that the actuator may be held in the released position with minimal torque. This may mean an extreme change in cam displacement to initial contact pressure in the transfer area within the air gap. When the spring now engages the crank-like drive of the cam, for example in a fully tensioned state, the tensioned spring can be allowed to start, for example almost near the dead point of the spring, so that a strongly increasing spring moment is obtained on the cam in this region, and thus the movement of the cam can be changed less quickly or less strongly by combining the two nonlinear components. The same can of course be achieved by other combinations, including for example ball ramps or different radii.

The proposed procedure and cam can now be summarized as follows:

as usual, there is a target sequence for the nonlinear component by braking. This may result in a cam track.

However, this may also lead to impossible or undesirable cam trajectories, especially when geometrical and mechanical constraints are invoked, such as cam radius, cam torsion angle or mechanical stress and mechanical load. Thus, a "modified" cam track may be proposed and it may be determined whether a non-linear resulting sequence should be tolerated or whether it has been modified additionally.

Alternatively, for example, a more realistic target sequence for the nonlinear component may be specified, the corresponding cam track will be determined, and this will be controlled again to meet the limit.

It may be necessary to go through these iterations several times until a compromise is reached between the desired progression of the nonlinear component and meeting the constraints.

From a mathematical point of view, these iterations can also be prevented when a mathematical relationship between the nonlinear sequence, the cam track and the limits involved can be provided. However, this is not straightforward, as the cam track is a "rolling curve", although in general this does not lead to a simple mathematical representation.

Of course, all of these can be applied to other rolling processes, such as ball ramps or spherical ramps, and can also be applied to the case where there is no rolling, but rather there is a preferred nonlinear transmission. There is always a desired sequence of nonlinear components and possible sequences under constraints, and despite the constraints, one will strive to obtain a sequence as close as possible to the desired nonlinear components through mathematical and/or iterative solutions.

The "as close as possible" will again be evaluated in a number of ways, e.g. how much the temporal disadvantages of the brake application become, how high the actuator moment increases from the desired value, the allowable radius of curvature or the acceptable geometrical disadvantages.

Advantageous portions, examples and embodiments thereof

A loss-reducing deployment element:

advantageously, it is proposed that a rotational movement for actuator braking will also be generated in the actuator. For example, rotatable deployment members may thus be used in drum actuators, and typically in e.g. cams, eccentric cams, levers, ball ramps, whereby these members may also be non-linear.

Wear adjustment:

furthermore, an advantageous example of a wear adjuster is shown in particular in fig. 20-2302, whereby in each case two functions are derived from the movement of the brake actuator, namely normal brake actuation and wear adjustment. Thus, in the case of mechanical, hydraulic or pneumatic actuators (e.g. drum actuators), there are various known readjustment procedures, for example when there is too much travel, or when there is still too little pressure above a certain brake. Of course, all these procedures are possible here.

It is particularly advantageous here to use components whose behavior changes under the influence of forces or moments, i.e. for example bends, deflects against springs or has not deflected yet, so that, for example, in a certain braking position (or region, for example when the lining has just started to build up pressure) a change will occur and, for example, when such a change has not taken place, for example, it is inferred that too much air gap is present, for example. For unexecuted changes, a function, such as the braking of the wear adjuster, is then triggered. For example, there may be a spring-based component in advance, for example on a lever or cam, which is normally pushed away when pressure begins to be applied, but which has not been pushed away in the braking state in which pressure does not begin to be applied, thus performing the wear adjustment procedure or the intended later. For example, the adjustment movement may be effected by a restriction device (e.g., a slip clutch) after exceeding a certain angle, so that no adjustment is performed when pressure is applied when the slip clutch slips from a certain position.

With particular reference to fig. 20-2302, a brake-actuated rotational movement is thereby assumed. It is assumed that wear readjustment is added to this rotational movement, i.e. it has to twist more as it wears. A disc actuator or a drum actuator or any other type of actuator may be used, preferably the same type of actuator is used on one shaft. In all embodiments, other movements may be utilized in addition to rotational movements, such as tension movements, or push movements. Individual actuators can be braked not only as described, or for example, actuators of a shaft or a group of shafts can be operated together, and wear adjustment can also be performed individually or together for an actuator, a shaft or a group of shafts.

However, the wear adjustment does not have to be included in the braking movement, but it can also be provided separately to the actuator, similar to what is shown.

For example, a complete EMB with an actuator and wear adjuster may be used on one side and only a braking mechanism on the other side, which is also braked by the complete EMB, or any number of EMBs may be braked by any number of complete EMBs.

In all the following embodiments, at least one spring may also be included, for example for maintaining a park position and/or a service brake position, or for supporting a release and/or brake actuator. In these cases, the behaviour of the spring and the brake actuator must always be combined with the correct sign and based on the common effect (moment, force).

For actuators that are interoperable with only one actuator, the adjustment may also be performed separately (e.g., by ratcheting). For example, the regulator portion may be independent for each actuator and may be operated individually by two regulator ratchets, e.g., by a protrusion (e.g., a pin), and the compensating component (e.g., spring, moment, force, travel limiter) may make wheel-specific adjustments, e.g., by providing the actuator with a larger air gap in a longer travel due to a smaller force on the spring. It may also be advantageous to propose a compensation "balance beam-like", for example, that one side of the beam in contact with the lining ends readjustment earlier, while the other side readjusts more. For example, a roller on one lever may be expressed in abstraction as a roller between two levers so that both levers can find a position to produce a similar force. The roller may then have a crowned rolling surface, for example. Such a rotating or otherwise repositioning horizontal compensation member is naturally proposed when actually performed, and thus, for example, the above-described solution may be considered as being principal. Furthermore, a setting of "one behind the other" may be recommended to have the same purpose, so that, for example, one actuator first builds a braking force and thus causes a force to build on the other as well, so that, for example, one part is brought to the other and then both parts build up a force.

Such a compensation component may in principle be similar to a balance beam, but may also be welded differently, for example a differential, also referred to as a "kinematic chain", and has for example one input and for example two outputs, and may be used here for any compensation function, for example, also particularly advantageously, for example, in the case of a joint actuation actuator, for example, for compensating small differences in the actuation path. One can also consider this to be similar to hydraulic compensation, which is of course also possible here and sets the same pressure on e.g. two outputs.

The compensation and/or individual control may also be combined, for example as one of many solutions offered as advice, for each, for example, actuator or, for example, each side, its own wear adjustment (for example, ratcheting) would be particularly advantageous, so that the actuator adjusts to a similar lining behavior (for example, drum or, for example, disk). The difference can still be compensated for by a balance beam-like behaviour, which can compensate for pressure if the ratchet has a "one tooth different" setting, for example.

For the special requirements of EMB (e.g. position control rather than usual force control), the above explanation is particularly important and thus it is not possible to simply equate completely different controls (position or force). Position controlled actuators represent an unknown field, since position measurements on actuators have so far been practically used only for laboratory or experimental purposes.

If, for example, more than one actuator is operated by only one actuator, the actuators may preferably also be adjustable in terms of their lining pressing behavior similar to, for example, a drum or a disc, so that, for example, in terms of adjustment possibilities (which can be ensured, for example, by friction, to maintain this state), uniform application over all actuators is adjustable. Furthermore, actuators and pairs of actuator components for low overall tolerances, such as for example a package like an actuator or a combination of for example a lining and for example a drum, may be recommended such that similar overall properties result, and also treatments, such as for example grinding of the lining (also in for example already in the mounted state of the actuator), for example before for example delivery, may be recommended. The linings can also be shaped in such a way that, for example, when new, they are preferably located in the middle of the long sides of the brake shoe in order to reduce the tolerance of the initial hold-down point, for example, the lining is initially located on the operated brake shoe side or on the non-operated side.

In particular in the case of "servo drum actuators", it is advantageous to assemble the actuation of the brake shoes together with the support of the brake shoes on a component, for example on a plate rotatable around, for example, a hub. This therefore produces a stabilizing effect on the brake shoe, since from the point of view of its actuation the brake shoe can be regarded as a simplex brake shoe, and this "stabilizing" effect can be transferred to the second brake shoe. Otherwise, for a servo drum actuator, the support point for the first brake shoe would be far from actuation. If such migration is suppressed as suggested, a more advantageous overall substitution rate can be obtained.

For a normal servo drum actuator, the travel of the first brake shoe results in a longer actuation distance at the actuation point of the first brake shoe.

If the actuation point and wear point are located on one component as proposed, the relative actuation distance of the first brake shoe is kept small (which may be as small as "Simplex") although co-rotation produces a servo effect (for actuation of the second brake shoe). With this assembly method, the strong dependence of the self-amplification on the friction coefficient can also be reduced, since according to this assembly method the first simplex actuator is pressed against the second simplex actuator. The assembly method and the integral support and/or bearing of the common support of the first brake shoe may be designed to produce either as little or no rotational dependency as possible.

These projections may also be used for force sensing, such as measurement or switching. For this purpose, additional elastic components can be used, or, for example, the stiffness characteristic of the "second simplex actuator" can be used to convert the force measurement into a displacement measurement. When the second brake shoe is considered here as a simplex actuator, its stiffness characteristic curve represents the force-displacement relationship, i.e. the braking force generated by the first brake shoe can be deduced from the driving movement of the common assembly, in particular it can be seen whether the first brake shoe has generated a braking force or is still in the air gap.

Effects on the control system:

in all the above embodiments, position measurements such as actuator shaft angle or cam angle or lever angle etc. are recommended, whereby in a simple embodiment, for example, end stops and recorded final reactions can also be used for locating or identifiable areas. For example, the area between the park actuator and the drive actuator side of the cam may be detected by the current of the two increasing motors. For example, in the case of braking control, when the effort and/or expense of software (and possible safety issues) is not required, the use of analog electronics is recommended, such as simple position control using, for example, a potentiometer in the cam area, to make possible an actuator position by setpoint/actual value comparison. The motor may be, for example, a DC motor (or may also be a low cost transmission unit) and may be powered by an analog circuit. To prevent loss of analog motor control, the motor (and also the DC motor) may also be operated with pulse width modulation, for example by analog control. A comparison of the target braking effect and the actual braking effect (e.g., deformation, position, overrun strength) may also be similarly made. Digital control is of course also possible, as well as hybrid control, for example in comparison with the analog of a digital ABS or ESC, but neural networks or fuzzy logic are also possible, as well as separate arrangements, for example with one part in one brake electronics and another part in another device.

None of these embodiments are associated with a parking brake and a service brake. Many other requirements can be addressed in the same way as described above, only one of which can be utilized or a new function can be added, for example, a foundation brake that releases both strong and weak brakes. Magnetic induction may also be influential, e.g. too high a braking effect may reduce the actuation position, and may also involve a self-reinforcing effect, which may be taken into account in the design. All moments and forces which are suitably related to each other, such as self-reinforcing or mechanical losses, can also be included, and preferably different conditions, such as changes in lining wear, temperature or ageing.

Possible advantageous features and embodiments of the braking device are listed below. The features described below may be, but are not necessarily, features of a brake device according to the invention. The braking device according to the invention may comprise and/or indicate the features listed alone or in combination, i.e. in any combination.

The non-linearity and the brake control may be designed in such a way that any part of the lining wear or any wear adjustment that has not been performed or has not been performed correctly may be compensated by the brake actuator and/or the brake actuator assumes a position that influences the correction and/or correction of these lining position deviations that have not been adjusted.

Between the scanning of the cam (e.g. by means of rollers) and the generation of the rotational movement (e.g. rotation on the unwinding member), no other transmission members influence the movement sequence than the lever, i.e. e.g. the rollers rolling on the cam are mounted directly on the lever without e.g. links, tension drives or the like being interposed. Of course, this also applies to parts that do not require cohesion, such as pins in the center of the roller, roller balls of roller bearings, bearing rings, etc.

In the case of spring-actuated brakes, in particular parking brakes, the transmission of the change by actuation can be carried out in such a way that, even if the air gap is incorrectly adjusted, the brake can be released against the spring action by the brake actuator, or in particular in the case of extremely unbalanced air gaps, for example in the absence of friction surfaces (e.g. brake discs, brake drums, brake rails), the brake can be released against the spring action, which is necessary, for example, in the disassembled state or during assembly.

In the case of spring braking, in particular in the case of parking braking, the changeover can be made by applying a change in such a way that the brake can still be released by means of a device against the spring action even if the air gap setting is incorrect, or even in particular in the case of very incorrect air gap settings, for example without friction surfaces (e.g. brake disc, brake drum, brake rail), it is still possible to release the brake against the spring action, which is necessary, for example, in the disassembled state or during assembly, whereby the device can be, for example, a screw locking attachment on a moving part, such as a gear shaft or a cam, etc.

In spring-actuated brakes, in particular in parking brakes, there are several positions in which the brake remains free of the moment electrically generated by the actuator, for example in the released state and in the braked state, and in order to change state additional moment has to be applied, for example by braking the actuator or for example by a component accessible from outside the brake. This may be used as, for example, a "bistable parking brake", so as to remain in a parking brake state without power supply, to be changed to a braking state or an unbraked state with power supply, and to be safely kept in a released state by cutting off the power supply, whereby the cutting off of the power supply may take place, for example, outside the brake or, for example, inside the brake, and also the cutting off of, for example, only part of the power supply, for example, for a brake actuator.

In spring-actuated brakes, in particular in parking brakes, spring actuation without a torque generated by the actuator electricity only achieves a braking effect that is lower than a full braking effect, and by a torque generated by the actuator electricity, a higher braking effect is thereby generated.

In a brake which is actuated substantially by a spring force and released substantially by a brake actuator, the nonlinear component with mechanical and geometrical constraints can be designed in such a way that in the released state the maximum holding moment required for the safety spring actuation is not required at all and that if desired a release movement can also be performed with the brake actuator when there is a completely worn lining or no lining or disc, drum or track at all.

The friction surface may have any shape, such as a disc, drum, track, or the relative movement that is braked may be rotational, linear or arbitrary.

An expansion member comprising a bearing (if any) and one or more master brake shoes is mounted on the movable member in such a way.

This means that the movements of the brake shoes caused by self-reinforcement do not result in any relative movements between the spreader and the brake shoes.

The brake shoes of drum brakes are deployed by means of a deployment member, the contact point of the compacted member against the brake shoes in each case following the movement of the brake shoes as closely as possible.

At least one wear adjuster is available or is actuated by a brake actuator to readjust.

For readjustment, a component, for example a pivoting lever, is moved, and this pivoting can also affect, for example, the actuation cam or the entire actuation assembly, for example with a motor.

Readjustment may also be performed with, for example, flux, or the lining hold-down force may be performed by an intermediate element with flux.

Any preferred vehicle and device is equipped with such brakes, e.g. automobiles, commercial vehicles, buses, airplanes, trailers, elevators, machines, position maintenance devices, emergency stop and safety devices, device shafts, e.g. drive shafts on wind turbines, boats and other devices.

After the application of the different quality assurance methods, specific correction values for the individual parameters describing the brake behavior, such as the air gap size or the stiffness parameters, are finally determined and are thus taken into account in the calculation from this point forward until a more recent value is obtained.

In the brake control electronics, the recorded actuator data, for example motor current, is subjected to fluctuations due to geometrical irregularities of the friction surface, which indicate a speed-dependent pattern when the friction surface rotates, and this is reflected in the data interpretation.

This pattern is used to detect contact between the friction surface and the brake lining.

The friction surface has geometric irregularities in order to be able to detect contact with the brake lining.

In evaluating the actuator torque (e.g. for determining the lining hold-down force), the mechanical losses in the brake application (in particular, e.g. static friction) are reduced on a case-by-case basis or permanently by vibrations or the like, i.e. vibrations, e.g. from the operation of the brake or the object to be braked, helping to reduce friction in the brake application and/or to overcome static friction by "shaking", or such vibrations or oscillations are deliberately caused, e.g. with the brake actuator, whereby statistical methods may also help to calculate or suppress deviations caused by vibrations or "shaking" in the measurement. Other known influences, such as current consumption caused by accelerations or deformations in the machine and/or the actuator, can also be considered in order to obtain a total measurement which is as free as possible of mechanical losses on the one hand and vibration or oscillation effects on the other hand.

These values may be processed arbitrarily, e.g. statistically, e.g. as angle-moment pairs or just as a number of measured values, in order to determine or calculate the mechanical loss, e.g. by applying some averaging or e.g. low-pass filtering to all measured values. Furthermore, for example, different vibration levels may be utilized or induced, e.g. in order to determine different contributions of mechanical losses, e.g. to affect different parts differently, or to improve accuracy. It is known to use vibrations in actuators to overcome friction, in particular stiction, in order to perform even small adjustments. It is therefore proposed here to apply this principle to measurements in order to determine a value which is as free of friction as possible, in particular static friction in braking operation. These measured values may also be compared to stored values, for example, to obtain one or more values, such as mechanical loss or actuator torque, from a number of values and/or comparisons.

A force control or a path control or a combination of both or a variant between these controls is used and, for example, the instantaneous force-displacement characteristic of the brake is assumed and, for example, in the case of a change in the brake actuator setting, switched to position control by means of this instantaneous force-displacement characteristic curve and then, if applicable, changed again, for example, to force control or, for example, both types are operated simultaneously and by means of a (also variable) weighting of some corresponding proportion of both.

The different parameters which can be used in a complementary manner for the brake control are used in combination in such a way that one parameter represents the actual control variable for which the specified setpoint value corresponding to the current brake performance requirement is realized as precisely as possible by the electronics in order to ensure quality, so that additionally a value range of one or more parameters is derived from the current brake performance requirement, which value range must not be present during the setting of the control parameter. For example, force control based on effective motor current and local transmission ratio may thus be an actual control, and furthermore, a range of allowed motor positions may be defined, thus avoiding serious disturbances.

The state or measured value on the actuator used for detection can also be used for purposes other than directly related to braking, such as stopping, when reached can be used for finding an initial position or for example a wear position, which can be distinguished from the position used for determining the initial position, for example by measuring the actuator with different actuator moments, and thus can fulfill for example two functions, for example initially used as a means for determining the initial position when for example a smaller actuator moment is applied, and by additional actuation in this direction can for example cause wear adjustment and/or also influence the extent of wear adjustment thus present.

The electric or electronic brake control or brake regulation reduces the electrical energy and/or current (or effect related amounts, such as power, torque, thermal effects, etc.) which needs to maintain a position (or e.g. actuator angle) or range of positions below the value required to achieve that position or range of positions, which would reduce the current required to maintain its release, for example in the case of a spring actuated parking brake, and/or reduced current operation, for example for a longer braking range of operation. This may also be caused by characteristics of the actuator control, not intentionally, for example, when the proportional controller sets only a small actuator current at a precise location or small offset, and a larger current at a larger offset.

Of course, other uses may be helpful, such as using a range of stiction, such that stiction allows position maintenance even at low currents, or such as performing the change in a minimally unstable manner, i.e., for example, in the case of small position changes in the direction of higher actuator moments, the current does not continue to increase, but rather jumps little (e.g., which is impossible or nearly impossible to track for braking effects, but acceptable in any case here), and then taking advantage of the current reduction of stiction again. Any method is recommended here that uses the possibility of current reduction by using a certain state in the range of mechanical losses, making it easier to maintain the position. For this purpose, it is also possible, for example, to insert a current sinking test to see if a position (or a range of positions) is maintained, or, for example, a minimum error position can be deliberately approached in order then to reach a target position (or a position close to the target position) by current sinking. For example, current values (or e.g. actuator torque values) that only allow position maintenance may also be included in the determination of mechanical losses. Of course, predictive methods or knowledge-based methods can also be used for this purpose, for example, it is preferable to provide lower power consumption points on the nonlinear component, wherein, for example, the braking effect is not or hardly different.

The reduction of the input current of the actuator control electronics (e.g., DC power supply) is achieved by operating the actuator at a lower rpm speed than would be possible without the anticipated reduction of the input current, so that the average voltage applied by the electronics to the motor can be reduced, since the motor in operation produces a lower voltage, while the input voltage of the electronics continues to correspond to an approximately constant supply voltage (where "current" also includes the same effective magnitude).

This serves for example to keep high loads, such as overload or preventable, away from the power supply and may thus also affect some EMBs, for example, and/or this may also be transferred to or between EMBs, for example.

Short-term peaks of the actuator current supply caused by the high dynamic motor control, especially in case of abrupt, jerky and strong changes of the motor position command, can be prevented by limiting the rate of change of the preset value of the torque-generating motor current without thereby causing a significant deceleration of the overall motor actuation.

Measurements such as brake actuator torque, brake position, brake rotational speed (rpm), signed brake speed, temperature, etc. are recorded a plurality of times, processed statistically and mathematically (e.g., averaged, grouped according to various criteria), compared to stored values and to each other, and a status concerning the current condition of the brake, such as wear to be adjusted, air gap size, brake stiffness, lining material thickness or error information, error entries, warnings, environmental data, and driver data, is obtained therefrom.

The brake may receive signals (e.g., brake control, sensor data, parameters, software) from external sources via wire, wireless, radio, internet, telephone, infrared, etc. and may transmit data to the external environment via wire, wireless, radio, internet, telephone, infrared, etc.

Information about the current braking effect, such as the measured deceleration, overspeed effect or current consumption of the brake actuator, will be converted into signals that provide feedback to the person controlling the braking about the achieved braking effect, and these signals can also be easily transmitted to said person by means of sensors, such as dynamic resistance directly on the brake lever or pedal, e.g. by means of an electric motor or a magnet, or by means of other modulatable signal forms, such as vibrations or noise.

There are sensors that indirectly detect contact between the friction surface and the brake lining, for example by vibration or sound waves.

It is to be understood that in the context of the present invention, lateral compensating movements should in principle not be minimized, but they may take place innocuously in intentional lateral play, or even intentionally, in order to follow a change in geometry. The compensating movements allowed in the braking device, if applicable, on the one hand convert the operating energy into unwanted friction and on the other hand may be wear problems, depending on the frequency, pressure and material of occurrence. For example, when it is assumed that full braking operations are rarely performed, wear due to compensating movements is negligible for these operations. When the air gap is passed very frequently before the lining is applied, the wear due to the compensating movement is still negligible, with hardly any pressure (e.g. against the spring only) being required.

For example, if there is a small lateral play (as proposed here as a possibility), the lateral compensation movement can be absorbed by the play or tolerance present, and thus wear caused by the scraping movement can be prevented, which can be applied for example in very frequent normal braking areas.

For example, when it is assumed that a liner contact pressure stroke of, for example, 2mm is applied, and in the process, an undesired friction compensation movement of, for example, 0.2mm occurs with a metal-to-metal friction coefficient of, for example, 0.1, the operation energy loss due to the lateral scratch compensation movement can be estimated. Then the lateral force will be only 1/10 of the pad pressing force and the lateral movement will be only 1/10 of the pad contact movement, so the energy loss will be only about 1%.

Control, mechanical loss:

for example, the processes depicted in fig. 30 may of course also be modified for the purpose of determining the state, e.g. by omitting or changing the sequence, and the processes may run suddenly or arbitrarily, e.g. sinusoidal or s-shaped (e.g. speed sequence or moving process), although they may also be superimposed on the moving process (e.g. by speed change, current change, also until briefly turned off and/or even current direction is reversed). These processes need not be selected from the process, although they may also be used from processes caused by other means. For example, the driver may utilize "brake release" to observe the actuator acceleration. In particular, it is known that "in general, no energy can be lost or gained", for example, the sign sum of the moment due to mass inertia plus the moment due to braking actuation plus the moment due to losses plus the moment due to the actuator plus the moment due to other components (e.g. springs) must always be equal to zero. In particular, it is suggested to also investigate intentional or unintentional changes (e.g. from actuation) of the energy form conversion: for example, intentional accelerations (and/or decelerations) may be inserted in the actuation speed to determine the reaction, or accelerations (or decelerations) need not be intentionally inserted, but they may also occur "on their own" or be performed, for example, by the driver. We now look at the general formula of this process: the movement and/or change of each actuator may (should) be checked to convert the energy form, including the loss if applicable, to find parameters of the process, such as total loss, partial loss, expected actuator values at a particular brake, etc. In particular, for example, the motor torque (or, for example, the torque-generating current) may be compared with a known mass inertia, a suspected and/or a known closed-loop clamping force from the brake from a measurement, spring effects and possibly other known effects, in order to be able to find out what the desired influencing quantity (for example loss) has to be (or is assumed to be) in order to interpret the actuator torque curve, possibly taking into account the conversion of the energy form. Of course, this operation may be performed to obtain various results, such as motor torque curves that account for observations of certain actuators. In general, we can consider it as, for example, looking for an interpretation for an observation. It can also be referred to as a transform: in the case of fourier transforms, for example, the time-amplitude course is transformed into the intensity of the frequency, where, for example, the time course of the actuator moment is transformed into parameters (e.g., losses) which are considered as common determinants of the process.

For control and/or regulation (these two terms are used equally here, unless indicated to the contrary), sensors have been used in the past, mainly for e.g. pressing forces. This is of course also possible here, but in addition, when sensors are necessary, they are recommended for the correct purpose, i.e. braking torque. Of course, there are also patents for "sensorless" control (no force or torque sensor) in which the actuator motor current is used primarily to infer the hold-down force. It is therefore recommended to calculate the known acceleration of the mass inertia in this process. The disturbances are then still undesirable mechanical losses (because they make the relation between motor current and pressing force inaccurate), which, to their knowledge, of course should also be calculated, which is also recommended here. Deviations of the actual brake control behavior from the planned and/or theoretical control behavior should of course also be detected, for which of course patents are also available, wherein the measured values are compared with the stored values, and these obvious methods are of course also recommended here. Since the loss in the actuation direction thus increases the actuator torque and in the release direction the torque applied to the actuator due to the loss is smaller, it is recommended to use this difference as a measure of loss (strictly speaking, double loss in case of a reversal of direction) but in a different way than known. It is known that for this purpose it is also possible in principle to compare the actual operating behavior with the stored operating behavior. However, it is additionally or alternatively proposed here that in particular the comparison with the store is also meaningless, since the comparison with the store is always associated with the question whether the stored behavior arises under the same conditions as the currently measured behavior. Of course, one can store many behaviors and then select the most applicable one, however the question is whether under all conditions the same behavior is actually stored, and there may be many factors that have more or less influence and whose influence is not or not fully taken into account with the storage.

Thus, it is also proposed here that the difference between release and actuation is used as a measure of wear, but not related to storage. However, this adds an additional new task: actuation and release may be delayed to the point that the brake has changed (e.g., due to thermal expansion) and may be differentiated due to more or less inconsistencies. In contrast, firstly, it is recommended that the change remains small and, for example, only a difference is formed in the air gap in which no heat input has yet been formed. Secondly, the hold time and thus the change is recommended to be kept short so that, for example, a minimum release can follow the activation, which can also be so small that it is imperceptible, since this is merely a difference between activation and release, or moves with a minimum activation and is easy to release, or a minimum reversal of direction can also be established during activation, which is also imperceptible in this way. Third, it is proposed that "not particularly accurate determination is still better than not", in which case this means that a braking event is used, wherein for example no specific change in the brake occurs, for example a number of slight braking events, wherein for example no intense heat occurs. In the fourth case, it is suggested that the braking can be compensated similarly to the third case, i.e. for example the heating and the thermal expansion are known or can be modeled and for example the effect of the thermal expansion calculated. Since this is of particular interest here, it is also suggested to perform the actuator movement to create a discrepancy, which is not intended and/or does not result in any significant lining movement. Of course, this would be helpful when one could expect a known moment or a known actuator movement process. As regards the known sequence, it is proposed here to detect the profile of the actuator moment starting from the time of contact with the lining, and thus the actuator angle at the time of contact can be deduced. An obvious method is also known whereby the behaviour will be determined during the initial movement of the lining carrier against the spring. In fact, in such brakes, there is typically a spring that presses back the pads or holds the mechanism together, and when the spring action is known, it appears to be obvious to calibrate. For example, in the case of passenger vehicles, the clamping force of the front disc brake is approximately 35kN. It is counted that most braking operations occur at a pressure of about 1/3 to 1/4, i.e. about 9kN. In general within this range, it is desirable to control braking relatively accurately, and in the case of full braking, ABS or ESC may be helpful. Particularly weak braking (e.g. on black ice) can be achieved with a clamping force of about 3 kN. When now a spring of several kilonewtons is installed in the lining actuation, then it is in fact possible to generate the lowest actual lining force (transmitted to the actuator) at which the calibration can be carried out for the actual weakest braking. Such springs naturally will be additionally tensioned during further braking and will consume additional operating energy and imply another actuator size. However, in addition, such springs would take up considerable installation space and cost, and one would attempt to use weaker springs. However, it should be remembered that the floating caliper may get stuck slightly or may get stuck severely and thus be subjected to additional forces such as turning forces or vibrations. Approximately 10 kg of floating caliper mass, rust, dirt, turning, vibration, which forces can easily reach hundreds of newtons, in the worst case, a spring of this magnitude may lead to a worse case than the force that is not represented, i.e. it may be "measured", interpreted as a spring force, and according to this assumption one may therefore trigger a significant failure of the brake.

Thus, with respect to calibration of actuator torque measurements, another approach is presented herein that is free of the above-mentioned problems:

firstly, at least one actuator angle (or meaningful measure, such as position of a component kinematically coupled to the actuator) and moment (or meaningful measure, such as current, power, force, etc. on the actuator or on a component kinematically coupled to the actuator) is constituted by at least one movement, secondly, the movement has no or little disturbing influence, and thirdly, the measurement results can be finally interpreted, for example to improve the accuracy of the actuator moment measurement or to determine losses. In the above, a calibration spring has been proposed, which can be used, for example, in the rotation range of the actuator, without any or no significant lining travel being produced, for example. This thus prevents disturbing influences (see for example above), such as forces, from the stroke of the lining. The loss can be measured along the path of the spring conduit, see figure 30.

As shown in fig. 30, when a negative angle is applied, the actuator overcomes the loss due to the negative rotational direction being negative as well. When no force is applied for other purposes, then the actuator moment now corresponds to loss and can be detected immediately, even without a difference from the other direction of rotation. These are considered "lost motion", for example lost motion of the motor drive unit. For example, it is advantageous to know instantaneous values because these values may be different due to different locations or toughness of the fat. Loss ripple may also be detected during rotation. The spring characteristic can be recorded from the spring guide and can also be compared with the spring characteristic of the spring actually installed, or for example the corner points on the spring characteristic can be correlated with the resultant moment from the spring. For example, if the spring is in a non-linear rotational motion, the spring may be relatively small in the cushion stroke as compared to the springs discussed above, and still generate a significant actuator torque, as further translation between the non-linear rotation and the cushion stroke greatly increases the hold-down force. Thus, "substantial" may mean, for example, that an actuator moment is approximately generated, which moment then corresponds to, for example, a normal and/or a slight or defined braking actuation, and that one now knows about the moment expected at the time of actuation, as well as the problem of wear (which is already included here). The spring also does not require unwanted tension energy during the braking operation. It is also not necessarily a spring, for example it may also be rubber or an end stop. When driving into the end stop (e.g., to find the end stop), the end stop may result in a very high deformation force, which may be done by a spring or rubber with a lower deformation force. It need not be a distinct part, but may utilize an existing or arbitrary part, and "none" is possible in the sense that the actuator is not moved further in this direction. In this case, it is also possible to use, for example, the torques that occur during the operation of the functions (for example, the wear adjuster).

What is to be found by the actuator moment (e.g. end stop, spring, rubber, etc.) is also recommended here in the sense that the initial position can be found and/or determined simultaneously.

When the actuator is now turned back to the starting position, the loss is now suddenly in the other direction of the moment and when the direction of rotation is changed, the loss is in principle twice as high. This process may run, for example, when the brake is on, and for example, provide the following statements: how much the lost motion is, and possibly also the fluctuation, and possibly also how much the actuator moment will be when a certain e.g. weak braking occurs, depending on the direction of rotation, where the initial position or e.g. angular reference point (named anyhow)? However, since it does not trigger braking, the procedure may be performed at will, unless possible during braking.

Of course, it is also possible or useful to record the actuation characteristics of the brake (e.g. the actuator angle and the actuator moment, and the actuation-release difference) up to the range of the lining hold-down force, for example when the vehicle is stationary, or also to record as characteristics a normal braking process.

To determine the loss, it is also suggested that another known force may be used instead of or in addition to the spring: due to the higher fraction of the square of the fast rotating part to the transmission ratio (of course slower parts are also conceivable), the mass inertia force is largely determined by the motor. This makes it possible, for example, to apply a certain speed variation over time in the range without significant lining travel (without excluding other cases of course) in order to measure the actual behavior and thus the moment into the load-carrying capacity, however, mechanical losses are still contained in the measured value. If the theoretically necessary torque is subtracted, losses still exist. Such calculations may of course be performed in any other way describing the same physical properties, such as time of a specific movement, time movement, moment and time, etc. Of course, for bearer-based loss detection, any other physical quantity involved, such as energy (rotation, loss, etc.), may be utilized

As far as is done so far, it is not possible (easily) to separate the loss (so far also called mechanical loss) from the electrical input to the contact pressure on the lining, so the described process with current-moment relation is helpful. Thus, a method is proposed herein that also makes it possible to determine the loss distribution between mechanical and electrical: in the above case, two forces have been shown, which act purely mechanically (of course, other forces are also conceivable): springs and mass inertia. When only these actions are present, for example in an unpowered condition, the electrical losses are cut off and one can distinguish between systems with electrical losses and systems without electrical losses, and thus distinguish between these two losses. The problem is of course still whether an unpowered motor is completely free of electrical losses, but this need not be elucidated scientifically, but only in practice. Another "power-off state" may also be used to reflect measurements such as direction reversal or brake release. In addition to the "no current" state, the states of the different currents can be compared, so that the "no current" state can also be calculated. The "no current" need not be exactly 0, but may be any suitable value. When the same force is applied multiple times over the same distance in a shorter time, then proportionally more power is required.

Thus, it is suggested to use a similar method to determine the electrical loss (or to determine the distribution between the machine and the electricity): when the movement of the same energy occurs at different times, then there is a corresponding different power, and the loss at the different powers can be determined or estimated from at least two such processes. This can be extended mathematically so that processes with different energies can be compared. In this case, "energy" is merely a physically meaningful expression, and other values may be used in order to achieve this principle.

When brake actuation now takes place, one will find that, for example, the actuator angle increases with the actuator torque curve, and also can always compare how the corresponding actuator torque (including the instantaneous loss) behaves with respect to the spring characteristic curve, whereby in the figure the spring characteristic curve has an opposite sign (the sign has to be taken into account only correctly or calculated as unsigned for this case, for example). Since losses are also well known, known nonlinear transmission ratios can also be used to draw very accurate conclusions about the lining contact pressure. In addition to "lost motion" there are additional losses up to the pad contact pressure point, but these losses are more dependent on the pressing force rather than on fluctuations (e.g. due to grease viscosity). They can therefore be well calculated or extracted or identified, for example, in terms of the amount of influence, as follows. Of course, the actuator torque curve need not be exactly identical to the planned curve, and the measured values may also show a dashed curve. It can be appreciated that the contact point (at which the lining is in contact with the friction surface) differs from the plan, for example, due to lining wear, and wear adjustment can be requested. When the brake is released, the curve jumps down again with twice the loss, at least under the assumption that no change has been effected in the relevant conditions in the brake, which may in fact be the case, for example, for braking without significant heat and/or thermal expansion and/or wear. These losses, as seen here, are now not only idle losses, but all other losses as well.

When the direction of rotation is reversed, the so-called "jump loss" here actually occurs over a relatively small angular variation of the actuator, especially when a constant load direction (e.g. the lining pressing force) pushes the gap "out" of the mechanism and the gap is essentially on the same side.

When the nonlinear brake is operated with an actuator torque which does not vary much under the lining pressure, it is recommended to use a nonlinear brake, i.e. a brake with a transmission ratio which varies over the lining travel, because the torque range of the comparison spring characteristic is relatively limited. In contrast, the actuator torque of a linear drive unit (e.g., a ball screw) varies greatly from an air gap to full braking. Also particularly preferred are non-linear components which are divided into a plurality of regions, as this helps to achieve regions where there is no significant liner travel, for example.

The figure shows a brake with several very different springs.

Now we can recommend everything about calibrating the springs and wear detection (e.g. in the area where there is no significant lining travel), but of course also with any number of springs, since this is always a problem with the moment sum (at the same point) of the correct signal. Such brakes always have at least the moment that the brake needs to apply, the moment of the electric motor (which actuates) and the moment generated by the mass inertia. Using springs or other energy storage media or energy sources, the new moment can simply be added with the correct signal, and everything mentioned above applies equally to more moments. For the sum of the moments that the actuator motor has to apply, it is irrelevant how much moment is in the sum.

The rotational position sensor may also be mounted directly on the actuator motor, for example for a brushless DC motor (BLDC). It is also recommended that the sensor can also be used advantageously in such a way that in case of failure of the sensor, actuation of the BLDC motor is no longer possible and the brake thus enters, for example, a safe or desired state.

In finding the location (e.g., angle) at which to actuate the scroll, there is still inaccuracy when the scroll angle varies in accordance with the scroll torque, as is the case when using springs. In this case one can find the position, for example, at a certain moment or moment range. Alternatively or additionally, it is also proposed to provide a relationship between the motor angle and the worm angle with a known gear ratio (e.g. the gear train of the motor), so that when the initial position of the worm wheel is found, the exact worm angle is determined with only the possible positions, not all other positions. Thus, for example, it is possible to use the knowledge that at a certain motor angle the correct starting position of the worm wheel has to be known, but the motor angle may be unknown, for example by an integer number of turns thereof, but if the integer ratio is known, the worm angle is thus very accurately related to the motor angle.

For example for safety reasons or for example for time reasons (when the above mentioned discovery of the initial position takes too long for example) it may be recommended that at least more than one position sensor, for example an angle sensor on the actuation worm wheel.

In order to additionally increase the accuracy of the brake, the following is proposed: absolute accuracy, especially in the range of weak to normal braking, is first required for so-called mixing, for example, when the total braking torque must consist of regenerative braking and friction braking, so that the friction brake always requires a certain setting accuracy. For this purpose, it is proposed that for a rapidly observable response, for example, when the mixing composition changes (for example, when the regenerative braking becomes weaker with decreasing speed), an unexpected deviation is reacted, for example, when the wheel slip changes, even if the total wheel braking torque is intended to remain the same, or when, for example, the total wheel braking torque changes, whether the wheel slip changes differently than intended. It is also proposed to compare these responses, for example wheel slip on at least two wheels. Of course, this can be accomplished using statistical data so that the braking parameters are not changed immediately for each difference in wheel slip, as, for example, different road conditions may result in different slip or reaction in a short period of time.

For longer braking processes, the following simple physical facts are also proposed: the friction brake must convert all its mechanical power into thermal energy, so that the mechanical power is equal to the braking torque multiplied by the angular velocity. This means that for example two brakes (e.g. left and right opposite each other) can be compared by a simple temperature measurement of the same braking performance, whereby the temperature as close as possible to the point of generation can be measured for the reason of the installation of the temperature sensor, but possibly in a suitable installation location, in any case somewhere in or on the brake. In the case of correspondingly different temperatures, the setting of the brakes may be changed and the correction may be used in the future, although the assumed braking forces are identical and/or similar. In principle, any reasonable change of the brake setting is conceivable, for example, a slightly reduced hotter braking torque and/or a slightly increased cooler braking torque, a more accurate determination of "a certain value" can also be made using physics or otherwise (e.g. empirical values), or any type of determination method (e.g. model) can also be used to decide which value should be increased or decreased. Learning reactions may also be advantageous, for example, learning from the success (e.g., the acceptance temperature) of a method that is judged to be advantageous.

The actuator scroll may also be used in its two rotational directions for e.g. different service brakes: for example, one direction may reach full braking faster (e.g., emergency braking), but the other direction may require, for example, less current for longer and weaker braking, or, for example, one direction may result in a smaller stroke (for unworn liners) while the other direction may result in more strokes being put into use, for example, due to some liner wear.

Calibration springs (or e.g., linerless springs) placed anywhere can be used to calibrate motor torque as described above, e.g., in the air gap region. Different actuation and procedures of the two drive scrolls (service brake, parking brake) can also be evaluated to improve accuracy. Here, it is also possible to include another drive unit, for example a cable pulley for safety reasons, which becomes active only if, for example, the driver continues to pull the lever or to depress the pedal in the event of a fault. The cable pulley can also cause and/or release the parking brake.

It may be advantageous to move the two brake linings with different strokes, so that the proposed stroke may also be more advantageous than the movement of each lining. This may be advantageous, for example, when the brake shoes produce different braking effects, as in the case of self-energizing drum brakes, for example of the Simplex type (Simplex).

The motor of the brake actuator may be mounted on e.g. a drum brake or a disc brake, on which the braking movement does not have to be annular, but may also be linear or other braking, e.g. in an elevator car.

The backing is lifted from the friction surface to form an air gap.

An adjustment device (e.g. an air gap on both sides) is provided for the correct position of the brake lining, or such adjustment is automated.

Additional features according to the invention can be derived from the description of the claims, the embodiments and the figures.

The invention will now be additionally explained by means of exemplary, non-exclusive and/or non-limiting embodiments.

Drawings

Unless otherwise indicated, the reference numerals correspond to the following components:

brake 01, brake disc 011, brake drum 012, loss 016, 1g brake 017 (e.g. g/3=017/3), target braking effect 018, wear adjustment 02, spring 021 for wear adjustment, sliding clutch 023, carrier 025, teeth 026, adjustment lever 027, friction in wear adjustment 028, nonlinear component 03, actuation cam 032, other rollers 033, cam rotation shaft 034, spring support 039, recess 0311 for ratchet advance, circular cam track 0321, pointed cam track 0322, cam lift 0323, cam radius 0324, cam radius offset 0341, flat cam track 0325, allowed draft 032221, small roller 0331, actuator 04, motor 041, actuator spring 042, motor electronics 043, calibration spring 046, parking brake 047, parking brake position 0471, parking brake spring 048, parking brake position 048, parking brake calibration spring feature 049, rotatable mount 0411, measurement data 0431 from the actuator, contact pressure 05, deployment element 051, deployment element drive unit 052, non-braking position 053, braking position 054, S-cam 056, deployment element pivot 057, deployment element pivot 0571, connection 058 to the actuator, contact pressure movement 059, deployment element lever radius 0511, rotated compression surface area 0591, non-rotated compression surface 0592, friction pair 06, brake lining 063, carrier force measurement 064, brake shoe 067, air gap 068, brake shoe support 069, spring 07 for generating an air gap, wear readjustment actuation 08, area 081 for braking, area 082 for non-braking, fixed element (e.g., bearing element) 09, vehicle stability function 106, non-linear position 111 for no-lining travel, wheel suspension 13, brake lining travel, contact point 1502 with increased air gap, contact point 1503 with decreased air gap, increased constant loss 1504, actuator moment 1505 in air gap, increased percent loss 1506, liner displacement force 1507, stability impact magnitude 1603, model input magnitude 1604, calculation model 1605, actuator magnitude 1606, time function 16051, friction coefficient model 16052, air gap model 16053, stiffness model 16055, other model 16056, service brake 16061, parking brake 16062, wear readjustment 16063, initial position 16064.

Detailed Description

Fig. 1 shows a brake 01 in which the friction pair 06 is compressed by an expansion element 051, for which purpose the expansion element 051 rotates about an expansion element pivot 057 with an expansion element lever radius 0511 and thereby causes a compressing movement 059 (right) over the rotated compressing surface 0591 onto the non-rotated compressing surface 0592. The rotated pressing surface 0591 will preferably be a circular or cylindrical part, the non-rotated pressing surface 0592 will preferably be a surface considered flat, for example, but may also be used for friction reduction by co-rotation, i.e. a roller surface designed to rotate, for example. The contact pressure movement 059 need not be in a straight line, but can more or less follow an already existing movement, which movement can be produced, for example, by a rotation of the brake shoe about the support point or, for example, by a deformation of a component such as a brake caliper. Strictly speaking, the contact pressure movement 059 describes a curve (or straight line) in which the contact pressure point (contact pressure line) of the rotary contact pressure surface 0591 moves onto the non-rotary contact pressure surface 0592. To this end, the "lateral play" may allow lateral movement that moves substantially perpendicular to the contact pressure in the plane of the drawing (i.e., substantially upward or downward in fig. 1). The contact pressure movement 059 will advantageously lie in a plane approximately perpendicular to the unwinding member rotation axis 0571, but may also act differently, for example approximately parallel to the unwinding member rotation axis 0571.

The rotational movement of the deployment member 051 is provided by a non-linear member 03 (translation with a varying transmission ratio over the actuation path), wherein, for example, a roller 033 may follow an actuation cam 032 and rotate the deployment member rotation shaft 0571 via, for example, a lever. Many possibilities are possible for how the lever movement is obtained from the cam curve, in addition to the roller 033, for example, instead of the roller 033, a part of the lever can slide on the cam or be moved in a rolling manner so that, for example, the lever surface interacts with the cam curve so that they roll away from each other ("rolling lever"). Preferably, there are no other components between the sensing component (e.g., roller 033) and the lever that affect the sequence of movement, i.e., the sensing component (e.g., roller 033) is preferably fixed, mounted or rolled to the lever to save cost, mounting space, complexity, additional support points. The component influencing the sequence of movements is for example a pulling or pushing device associated with the destruction. The fasteners in the rollers 033, such as bearing bolts, rolling elements, bearing rings, etc., are naturally unaffected.

The non-linear component 03, such as the cam rotation shaft 034 (or e.g. teeth 026 on a cam or e.g. driver 025) is driven by the actuator 04, which actuator 04 in turn may comprise an electric driver and further components, such as further non-linear components 03, and an energy store, such as a spring, which may also be structurally separate from the electric driver. The electric drive is preferably operated by motor electronics 043, which motor electronics 043 can also measure motor data (e.g. current, torque, position, etc.). In the case of extreme simplification, the actuation cam 032 can also be the same component as the unwinding member 051, so the roller 033 can also be the same component as the non-rotated compacting surface 0592, in which case the component becomes the same component as the rotating roller surface 033 and a compensating movement is performed between the rotating compacting surface 0591 and the non-rotated compacting surface 0592 with particularly low losses and wear by the rotation of the roller.

The diagram 1001 shows the effect of fig. 1 in a highly simplified manner, whereby, in general, two expansion parts 051 form an expansion part 051 which then actually acts as a whole (the whole expansion part is always referred to as expansion part 051): from the fixing element 09, this fixing element 09 is assumed to be fixed and the brake lining 063 is finally pressed by the expansion element 051, if applicable, against, for example, the brake disc 011, the brake drum 012 or any other friction surface (e.g. rail) after overcoming the air gap 068, whereby the arrangement using forces and reaction forces on both sides is naturally more advantageous, so that instead of acting on, for example, the element 09, which is assumed to be "fixed", it can also act indirectly or directly on the additional friction pair 06, which is indicated by the lower arrow on the friction pair 06.

Fig. 2 shows a brake 01 similar to fig. 1, but here, for example, a double-acting expansion part 051 (single-acting expansion parts are also possible), which here too have different expansion part lever radii 0511 (top, bottom), but most importantly supplement the wear readjustment 02: the non-linear brake 01 may not require a wear adjuster, or the wear adjuster may function differently than in fig. 2, when wear may be covered by the range of motion of the non-linear member 03. Fig. 2 suggests that the wear readjustment 02 (bottom) may for example be located in the rotary drive unit of the spreading member 051 (which in principle may be adjusted for maximum wear), and that for example the wear readjustment 02 (middle) may be located between the actuator 04 and the non-linear member 03 (which may for example match the brake 01 which becomes harder with wear), and that for example the whole actuator 04, it is also possible to have the non-linear member 03, which may change position, e.g. rotate, for the wear readjustment 02 (top), of course, preferably only one of the three shown wear readjustments 02 is present. The actuation of the wear readjustment 02 preferably results from a brake actuator movement, wherein the actuator movement is divided into a lining contact stroke and/or the wear readjustment 02 is also referred to herein as a nonlinear component 03, so that the brake 01 preferably has an additional nonlinear component 03 in addition to the wear readjustment 02. The deployment member pivot point 057 may be unsupported (resulting from rotation of the deployment member as a apparent radius about which it rotates), or the deployment member pivot axis 0571 may be "fixed" or "floating", with the bearing force preferably less than the compression force.

Fig. 3 shows a simple, low-cost method, which schematically shows a possible method of driving a corresponding brake system, for example a brake system for a bicycle or an agricultural trailer, with a wheel suspension 13, which wheel suspension 13 can also be designed as an axle suspension and can also have suspension detection.

Here, two brakes 01 (e.g., brake disc 011 or brake drum 012, both preferably identical) are actuated by a common brake actuator via a mechanical connection. The actuator 04 may be, for example, an electromagnet or a linear actuator (top), a rigid electric motor 041 (middle), or an electric motor 041 (bottom) with a rotatable support 0411.

The brake 01 is mechanically manufactured or tuned in the same manner so that the connection with the actuator 058 provides the same braking effect on both sides. As the lining wear increases, the more powerful brake 01 again becomes similar to the other brake 01. Of course, the entire shaft group can also be actuated in this way by, for example, only one brake actuator, whereby the shafts which are preferably close to each other are synchronized in this way, and for example the two upper shaft assemblies receive actuation of the mechanical connection.

The electric motor, the electric linear actuator or the actuation solenoid can force control the contact pressure 05, i.e. even with unworn adjustment (e.g. without an additional wear adjuster), the actuation force brings the brake 01 into position with the correct braking force. The parking brake position 0471 may occur steadily, for example after exceeding the lever dead point or the spring action or both.

At the center is a drive unit with a programmable nonlinear component 03, in this case an actuation cam 032, which acts as a self-pressing service brake, for example, in one direction and has a position-stable parking brake position 0471, for example, a recess or flat spot, for example, in the other direction. Of course, the 0471 parking brake position may also be omitted or, for example, follow the end of the service brake position. In one aspect, the cam may be shaped such that it covers the expected wear due to travel and rolling.

However, the brake 01 can also be designed to be particularly hard, i.e. it requires a relatively small actuation stroke for complete braking compared to wear. For this purpose, a common wear adjuster may be located at the connection with the 058 actuation, for example. This means that the cam profile can be optimized or designed in any way, since the cam always works with the correctly set brake 01, at least within the tolerance of the wear adjustment 02. By reversing the direction of rotation of the motor 041 (e.g., a DC motor), it may be decided whether to actuate the service brake range or the park brake range. In all of these simple motor or electromagnet controllers, the motor torque or electromagnetic force characteristics that are approximately proportional to current can be utilized, so that the "controller" described above can directly operate the motor 041 or electromagnet with its current control or PWM. It is therefore not important whether the "controller" is located on the tractor or trailer, as the two are coupled together.

A variant with a rotatable motor support (or another geometrically variable part in the drive unit of the actuation cam 032), together with the elastic support 039 and the cam profile, means that advantageously designed braking actuation is possible, despite wear (without additional wear adjuster if applicable). The actuation cam 032 can be designed, for example, such that the desired braking effect is still possible for the desired time with a high tolerance to wear. This means that the actuation cam 032 will initially operate sharply with a large air gap 068 due to wear to make a quick trip in such low power operation. However, the higher forces established with the much smaller air gap 068 (new liner) at the beginning are now too steep. Thus, the resilient support 039 can disengage the actuation cam 032 from the steep start and continue to rotate to a less steep region. Unfortunately, this does not keep the drive torque of the actuation cam 032 constant, since the support spring determines the distance of steering from movement, but at least the support spring ensures that the drive torque is not unacceptably high.

Wheel load or axle load averaging systems may be utilized to support braking effect control, such as detecting position, distance, angle, or force. Because the brake 01 requires a supporting moment with respect to a braking moment, the supporting moment, supporting force or position may be determined, or the supporting moment or braking moment may be determined using the above-described change in the average value of the wheel or axle load. Likewise, the motor torque or generator torque of the vehicle drive motor may be used with the friction braking effect to determine the friction braking torque: for example, if the reduced generator torque is to be balanced with the increased friction braking torque, it can be determined, for example by a possible reaction, whether the two torques behave as expected, i.e. whether the wheel or vehicle deformation reacts as expected, the deflection of the wheel or axle, in principle any expected change can be used as a comparison of the correctness of the friction braking torque and can be used to correct the friction braking torque or to correct the wear setting.

In a more detailed variant, each brake 01 in the above-described vehicle may thus have its own actuator actuation, for example by assigning a common actuation variant from the above figures to each brake 01. The following describes how uniform braking is achieved in the case of brake specific actuation.

An easy-to-implement adjustment method is also proposed, so that with the motor 041 of the actuator or the actuator itself, the adjustment can be made in its installed position in such a way that the wear is readjusted from the actuator itself or otherwise manually. For example, the actuator or motor may be provided with a pivot point and an elongated aperture, and the screw may be loosened for readjustment and then screwed back to fix the position of the actuator.

In fig. 4 it is proposed how advantageously the instantaneous air gap is determined in order to derive it therefrom, for example after comparison with a target value for the air gap, for example after a wear adjustment O2 is required.

The wear readjustment of the non-linear brake has quite different requirements than the wear readjustment of the current force actuated or compression force actuated brake. In existing designs, a linear or almost linear contact pressure is practically always used, which means that errors in the wear adjustment do not cause errors in the contact pressure, as long as such errors still occur due to the possible travel. In the case of non-linear contact pressures, the brake must always operate in a selected portion of non-linearity, and the behaviour between the actuator and the contact pressure still varies at every point, so this must be taken into account. In the case of nonlinear EMB, special requirements are also placed on wear readjustment, such as precision and reproducibility, which also involve precise design of the nonlinearity in order to be able to operate the EMB with the desired characteristics.

For the readjustment it is suggested, for example, to perform with an electric motor, which may be an own motor or an existing motor (e.g. a brake actuator), or a manually actuated readjustment, or the readjustment may be omitted. For the implementation of wear adjustment, there are many mechanical variants proposed for this type of implementation, such as bolts or screws.

Thus, the proposed air gap determination may identify the need for readjustment and initiate an immediate or deferred output. For example, in the case of manual readjustment, a corresponding annotation may be generated.

Alternatively, the linear lining movement required to overcome the measured air gap may be included in the brake actuator movement calculation without the need to perform readjustment. Hybrid variants are also advantageous.

For example, small readjustment movements may be considered by a suitably adapted actuator movement, and in practice only larger readjustment demands may be readjusted (e.g. in order to increase the service life of the regulator). For example, changes due to temperature fluctuations may be prevented by wear readjustment.

Whether readjustment is required can be determined in various ways, for example by reducing the braking effect or the pressing force and automatic or manual readjustment, by force determination or moment determination, which can be effected in any preferred manner, for example by mechanical or electrical determination.

Sensing of contact between the brake pads and the friction surface area is also possible and is also known, for example in the truck field, although it is expensive and may be problematic. In this case, it is advantageously advisable to use sensors that indirectly detect and/or register the contact, and which can therefore be located in the area of the brake where they are protected from the environment.

Examples of corresponding measurement types are vibrations or sound waves. It may also be suggested to use current conductivity, for example by means of an electrically conductive material that may be incorporated into the lining material, which will generate an electric current when the lining contacts the friction partner.

In fig. 4, a particularly advantageous way for determining the readjustment requirement is proposed by means of torque measurements or current measurements on the brake actuators. Fig. 4 shows the displacement force of the lining (lining displacement force 1507, left y-axis) in the region of a possible air gap 068 (lining movement on x-axis), which force can originate from, for example, a mechanical loss or a spring, which force is in any case very small and is also not very useful for the start of the contact pressure due to the flat curve, in particular when the measuring device is designed for maximum (full brake) contact pressure.

The actuator torque (right y-axis) (and/or torque generating current) represents a more meaningful curve due to the non-linear transfer to the brake actuator. In order to use the available data advantageously, it is proposed here to take into account mass inertia effects, friction losses and influences such as temperature, speed, rotational speed (rpm) or aging, so that a relationship between the measured current and the effective torque is established and is as accurate as possible.

Assuming that the air gap 068 in fig. 4 is the correct air gap and is recorded, for example, when the pads are contacted or during weak braking, then as wear increases the contact point will start to move towards the contact point with the increased air gap 1502, because the pads contact the friction surface only with a larger stroke, and the brake actuator moment will therefore be smaller here due to the different nonlinearities. A contact point with a reduced air gap 1503 will indicate that the air gap is too small (e.g., readjusted due to temperature-dependent or excessive prior wear) and that the brake actuator torque may be higher due to the non-linearity of the "faster contact".

Now, the actuator moment characteristics may also change due to other effects.

It can move upwards, for example due to thin cold grease in the motor drive unit, as shown by curve 1504. The loss may also increase in percent, increasing the curve 1504 to 1506. The expected air gap 068 will also require a higher actuator torque 1505. Now, among all these possible effects, it is not possible to pre-calculate why the observed offset of the actuator moment 1505 has occurred, whether due to a change in the air gap or for other reasons, because there are too many variables.

As an initial solution, it is proposed to determine (measure) the trend of the moment-displacement (or-angle) curve at several points and calculate whether the displacement on the x-axis gives a good explanation, which will correspond to readjustment of the wear.

The constant change in loss (e.g., thin grease) has a special effect on small actuator moments, where it is suggested to make the following estimation: in the actuator area where no contact pressure has occurred, the brake actuator moment just determined is compared with the expected moment. Of course, this may be performed several times in different rotational directions, and also known temperature responses may be considered. Now, for the first correction method, the determined basic displacement of the actuator moment is also taken into account, and according to the preceding procedure, the x displacement is therefore assumed to be the cause, so that a good statement has been made. In addition or separately, it can be considered how fast the brake actuator torque curve increases, which is generated by various position-specific nonlinear components and indicates at which point of the nonlinear components it is located, and can therefore also be interpreted as x-offset.

This movement may also be used or included for wear detection during the type of rotation of the motor holder away or some other compensating movement that occurs under excessive load, which has been described above.

It may also include measured or detected movements, forces or moments, such as lining entrainment forces or effects when weak braking is initiated.

The wear model (based on, for example, temperature, braking torque, speed, rotational speed (rpm), braking work, operation or procedure, such as full braking or landing, etc.) may also be executed and considered in order to take into account wear adjustment.

Wear readjustment may also take into account the values of other brakes, such as the temperature of the brake on the other side of the vehicle, and the brakes may be adjusted or actuated, e.g. such that the same or similar values are set on both sides. Furthermore, guidelines may be additionally used so that the means of improving accuracy does not leave the allowed range, or wear readjustment may be performed, for example, in such a way that the measured values (e.g. temperature) on both sides will approach the model values. Of course, one would exclude a major inequality between the two brakes, e.g. a reduction of one side braking due to ABS.

Fig. 5 shows an example of how a brake control system is constructed, which is here recommended as advantageous, whereby functions can naturally be added or omitted, and the order of production runs can also be different, so that this is a problem of the basic possible functional description.

Assume a target braking effect 018, which may be from, for example, a driver, pilot, or from, for example, an automatic machine. It is suggested that the target braking effect may (but not necessarily) be pre-processed, for example in order to determine the target braking effect of the respective wheel, which may be performed, for example, in a vehicle stability function 106 having, for example, a characteristic curve, and wherein other influences like "mixing" may also be processed, and measurements of, for example, wheel speed, rotational speed, steering angle, yaw rate, etc. may also be included as stability influencing quantity 1603.

In a large module for the calculation model 1605, it is shown how the actual brake control generates an adjustment variable 1606 for the brake actuator from the target braking effect or the result of the vehicle stability function 106, wherein 16061 may here be a control for e.g. service braking, 16062 may be e.g. a parking brake function control, 16063 may be e.g. wear readjustment, 16064 approaches the initial position etc. Here, a single EMB is used to illustrate this functionality, but the system may of course serve multiple EMBs according to the illustration above.

A feature of this advantageous model is that it is therefore not possible to assume that characteristics (e.g. stiffness characteristics) and values (e.g. instantaneous friction coefficients) were stored previously, since from the start of braking and the end of braking, and for all subsequent braking, the state in the EMB result is a function of time 16051, braking power (braking torque angular velocity), thermal cooling resistance and thermal capacity. If there is no heat capacity, the previously stored problem will be "only" multidimensional, since each input size in the storage medium will result in a new dimension of all stored values, which will result in a huge increase of the storage space if there is for example a fifth input size instead of just four. However, when the time evolution occurs by means of heat capacity, then in addition to the multidimensional storage for each other possibility of time evolution, an additional storage must now be made, and this will be used not only for one brake, but also for all subsequent cooling phases and a new brake again as additional storage. The function of time 16051 represents the evolution over time of the temperature in, for example, a temperature model (depending on the braking power and, for example, the speed-dependent air cooling and possibly the radiation cooling, "blackbody radiation") and this model provides, for example, a (also) temperature-dependent coefficient of friction model 16052 and, for example, an air gap 16053 calculated with respect to the temperature (but the air gap may also be calculated, for example, alternatively or additionally via a wear model), and the current (for example estimated) air gap 068 may be utilized, taking into account, for example, the thermal stiffness variation 16055, and of course the additional model 16056 may be operated. The measured data from the actuator 0431 may of course be included in the calculation 1605, such as actuator position, current, torque, or measured temperature, for example (also as a comparison to a model), and variables from the vehicle 1604 (or braking environment), such as wheel speed.

It is therefore proposed here to construct the brake control and/or regulation advantageously on the basis of a model in which the evolution is determined as a function of time 16051 as a function of time and of the input variables.

In fig. 5, it is assumed that the brake actuator is considered as a single actuator for this purpose, in a structural implementation the actuator comprises at least one actuating member, but may also consist of a plurality of actuating members, e.g. a double winding for safety reasons, a plurality of motors, also for different functions, e.g. parking brake and/or service brake or a common function, e.g. a parking brake motor may also assume a service brake function, although e.g. stored energy from at least one spring may also be used for further non-linear transmission units.

Since we focus here on the physical properties of the electric actuator, the manipulated variables of the actuator can in principle be positioned (e.g. motor shaft angle) or moment and/or force, as well as natural resultant values, e.g. angle and moment. For those that are compounded, it is suggested to adjust the torque, for example from the control and/or adjustment 1605 indicated above, by means of the current of the motor 041, while ensuring that the rotation angle of the motor 041 remains within the allowable range, both of which are determined from the model described above (or effectively), whereby this is of course only one of many possibilities of controlling and/or adjusting the actuator, since the data from the actuator 0431 (e.g. actual values of current, torque, angle, voltage, temperature, etc.) are also measured above, which may enter the large module 1605, i.e. into the electronics.

Fig. 601-603 show a floating caliper disc brake (not shown in fig. 601) in which the inner lining is pressed up by means of, for example, a cam-like expansion element 051, which expansion element 051 is also known as, for example, an expansion element in a mechanically operated drum brake. During clamping, the EMB expands and bends outward as shown exaggerated in fig. 602. The cam-like spreading member can perform a "scraping" movement on its two bearing surfaces, since its rotation causes a rolling movement of the height difference (between the non-braking position 053 and the braking position 054) and its surface area. On the one hand, the unwinding member can be designed and mounted in such a way that its "scratch" incorrect alignment matches as closely as possible in a compensating way the misalignment caused by the deformation of the braking member. Remaining defects in height may be absorbed in the gaps and displacements, as indicated by the skewed position of the wear adjuster. Since a high surface pressure occurs at the expansion portion, a hardened surface is desirable, for example, as shown in variant 603, a pressed-in hard pin having any cross-sectional shape. Of course, all other deployment methods, such as spherical ramps, may be used, as well as with variable slope or variable paths, such as spiral paths and multiple spherical ramps.

Figures 701 and 702 show various spreading bodies, most of which utilize rounded portions as spreading surfaces, but they may of course be of any shape or, in the case of small dimensions, may have imprecise low profile due to the manufacturing or production process involved. It is advantageous to use (e.g. press fit into the hole) a needle or a roller from e.g. a rolling bearing to achieve hardness, good roundness and cost effectiveness. The other rolling surface area will be mainly straight (upper diagrams 701 and 702), but may also be different (lower diagrams 701 and 702), and will deviate minimally from the original area (e.g. straight) due to the use effect. When the deployment member is rotated from the left-hand position (fig. 701) to the padded position with deployment member pivot 057 (fig. 702), there are several steps: the xy sine and cosine movement describes a circular path of the initial contact point, whereby a large number of x (in the compaction direction) and a small number of y (high deviation) can be aimed. In addition, rolling circumferentially creates a path proportional to the angle of the roll. As the roller rotates 360 deg., the entire circumference is unwound, here with only one angularly proportional unwinding section. This unwinding results in a movement of y in the pattern that is greater than a movement of x. These movements are never highly compensated because one height difference starts from the angle function and the other starts from the angle scale. This may bring advantages in terms of high errors but disadvantages in terms of price if the rollers do not roll cyclically and/or the unwinding surface is uneven. Furthermore, by definition, there may be errors in the contact point that must always have the same tangent of the two contact curves, so this must also be taken into account for high errors.

For example, when 6mm needles are spaced at a pitch of, for example, 15mm, then a lever length of 45mm will have a 1:3 and converts a stroke of 2mm into a stroke of 6mm and produces a swing angle of about 7 deg., so this corresponds to an unreeled amount of 0.19mm for each roller and a height error of 0.03mm for circular motion with a roller circumference of 19mm and + -3.6 deg..

One can only operate such a pressure lever with respect to its rolling geometry within a range of minimum height errors, which would be mathematically a certain range of cycloids. However, one can also focus on forces, movements and manufacturing or production possibilities: for example, in passenger cars, the front disc brake may be applied up to 35kN and in trucks up to 240kN, resulting in a hold down force stroke of, for example, 1.8mm (passenger car). Now, when selecting rollers with a diameter of about 6-8 mm (passenger car), for example, due to bending and flat pressing, the rollers can roll down to bring them closer together, but it is not always easy to reach a mathematically optimal range of highly optimal cycloid trajectories. In practice, the approximately smallest mathematical height error results in the difficulty in producing a geometry with small unwind radii that are close to each other, and wherein the force transmitting connection of the two unwind radii is geometrically difficult, since the connection may be thin in order to pass through an intermediate connection between the two unwind radii.

FIG. 705 shows a deployment member with deployment member pivot 057 and thick rounded portions (representing the compression force of the deployment member). Thus, the thick round portion is pressed against two thick rectangles that do not rotate with the deployment member. The deployment member pivot 057 may be supported, although in FIG. 705 it may also be rotated without bearings because the deployment member is substantially unable to move away from a location between thick contact surfaces, which are shown here as rectangular, for example.

Graph 705 shows a pair of rollers whose mathematical operation approximates the optimum of a cycloid with a thick arc rolling over a thick angle. The angular function moves further up one support point when rotated clockwise.

The rolling circumference on the arc is also rolled up. This means that the support points do not remain at the same height, but the two movements are similar, so little or no relative movement ("scraping") is required. The two circular arcs can be connected between the unreeling angles, which already provides little material in the region connected by the center.

The accuracy of manufacture of these unfolded bends with a radius of e.g. 4mm is unsatisfactory. When drilling holes now to insert the pins (dashed circles), the through-connection material is mostly drilled away, and the unreeled areas have to be recessed to accommodate the pins. These are some reasons for abandoning a process that is close to mathematical optimization.

In this opposite design, the position of the roll of suitable diameter will be chosen, which is advantageous from a production technology and force point of view. The height error may be acceptable and if applicable, it may also be assumed that an undesired movement or deformation has occurred, for example that the wear adjuster (which acts as a rolling surface) is slightly tilted, or that a slight scraping movement has occurred due to some braking (for example, most braking occurs at a 1/4 to 1/3 full braking delay). Or it is possible to use the unavoidable movements or deformations that occur when the brake is actuated, thereby allowing the high errors and other movements to act at least in the same compensation direction, or they are preferably designed such that the high errors and other movements compensate each other as well as possible. Such "other" movements occur in drum brakes, for example, when the compressed lining carrier is moved (e.g. around its support point), or when the caliper of the disc brake is deformed under the compression force, for example widened and bent.

In fact, the scraping movement during braking is even less pronounced than the continuous friction movement caused by vibrations, for example from unbalanced wheels or diesel engines, so that high defects (for example partly) allowing to cause scraping movements are entirely possible and may provide significant benefits in terms of manufacturing and costs.

Fig. 8 shows how the pressing force is generated as close as possible to the lining contact pressure or the intermediate wear adjuster. The dashed lines in the figures represent inserted or otherwise connected or fastened (clamped, welded, screwed) components as non-turning contact surfaces 0592 (also having special properties, e.g. hardness, wear resistance, where the black sections are inserted needles or otherwise connected or fastened (clamped, welded, screwed) components having special properties, e.g. hardness, wear resistance). The geometry of the black needle rolling on the gray surface is preferably designed in such a way that the components can be reasonably manufactured or produced, but the errors in the rolling movement are for example small or so that they can be absorbed or accommodated by play, deformation, displacement or tolerances, but also preferably so that the deformations during operation have the same effect as the errors as possible and thus compensate each other as much as possible. Here, for example, the length of the arc of a circle that is unwound during actuation can be selected compared to the angular movement of the point on the needle, in such a way that the lifting of the unwinding surface (right side) of the dashed line can be compensated for. The residual defects are absorbed here, for example by tilting the part pressed against the cover. Fig. 801 shows a possible embodiment with a lever for the roller 033 of the cam 032 in fig. 8 and two ends for two contact pressures, i.e. for example as a spreading member 051, which can be located for example on both sides of the wear adjuster such that the wear adjuster has a space in between. Each of the two compacting ends may, for example, be provided with needles, rollers or other compacted parts on both sides, so that, for example, four simultaneous compacting operations are produced here. Of course, the mating surfaces for the pressing operation must also be properly positioned and are often available. The lever may also be formed from components such as strip steel, sheet metal, etc., such as welded (as shown by welds at the corners of the letter "figure 801" in figure 801), spot welded, riveted, screwed, glued, folded and bent joints, etc.

Fig. 9 shows the actuator moment-displacement behavior of the actual EMB with the liner travel on the x-axis and the actuator moment on the y-axis. As described herein, the EMB is designed in such a way as to combine the smallest possible starting radius of the cam with the diameter of the unwind roller that can withstand the lining contact force, and the torsion angle of the cam conforms to the geometry of the EMB. Under these conditions, the actuator torque is never approximately constant throughout the braking process.

Two thick plotted curves (dashed and solid) represent the correctly adjusted air gap, dashed represents a fully worn brake lining, and all other curves represent fully worn linings. It is therefore proposed that the force-deflection curves are not stored, but rather that they are generated dynamically from the model in the brake control, since these curves are output by the model for specific temperatures which in turn depend on the time course of the braking thermal power reacted by the model.

It is now proposed in addition to output a force-deflection curve as a force-stroke characteristic curve. As indicated above (dark solid line), the air gap may be, for example, an air gap that is 0.1mm smaller (above the bold line) or 0.1mm larger (below the bold line) than desired. Of course, in order to eliminate this effect, the air gap can be adjusted as precisely as possible. However, it is suggested that the inaccuracy of the actual air gap size is also determined, since the air gap adjustment (or wear adjustment) may be affected by tolerances, the determination of the contact point may only be performed to the extent possible with precision, readjustment may only be performed in certain steps (e.g. ratchet progression), or other effects may lead to exchanges. This includes, for example, wear that builds up on the friction surface of the lining, which remains on the friction surface to an unknown extent, or is removed again. It is therefore suggested to allow for such almost abrupt changes in the air gap to some extent, even if the lining wear pattern does not reach such even abrupt wear.

For example, such cumulative wear may also change the stiffness characteristic of the brake when only a portion of the lining surface is affected. Rigidity can also be affected by large manufacturing tolerances (e.g., cast materials, geometric casting tolerances), long-term variations (e.g., reduced material thickness due to corrosion, etc.), and thermal variations, such as stresses in the material due to uneven temperature distribution. These influencing variables are preferentially contained in the stiffness model, which also opposes the pure storage.

Here, as one of the various possibilities (in which, for example, components can also be used), it is proposed, for example, to initially determine the actuator torque in a non-braking region, which can also be, for example, a region 082 not used for braking, in order to determine, for example, an instantaneous mechanical loss (caused, for example, by the transmission unit grease temperature). It is then suggested to determine the contact point by increasing the actuator torque (in terms of instantaneous mechanical losses and local nonlinearities) before any still trackable braking torque occurs. For this purpose, actuator angle and moment measurements may be made, and these measurements may also be statistically evaluated, for example, by averaging a large number of measurements. Already in the case of still weak, increasing braking, the action of determining the slope, inclination and/or braking stiffness is suggested. This may occur, for example, during a preceding braking process, although it is proposed here to determine the slope, inclination and/or behavior of the braking stiffness even without a preceding braking process. The more braking is increased, the more statistical evaluation and the better the measurable actuator torque can be used to better and better determine the slope, inclination and/or behavior of the stiffness curve.

Additionally or alternatively, the brake may be controlled by a lining contact force, which is calculated from the measurable motor torque and nonlinearity, preferably taking into account mechanical losses and load-bearing effects. Thus, the instantaneous stiffness model may also be improved in view of other measured or calculated values, such as mechanical work for actuation (or release during relaxation). When springs are involved in the brake, the springs must be included in the calculation with the correct sign according to their momentary effect (e.g. pressed out as spring moment).

Fig. 9 shows that the actuator torque varies greatly. It is proposed here to use the motor characteristic of the actuator. It is suggested here to shorten the actuation time with a speed that increases as the actuator torque decreases. In the above curves, it can be seen that the actuator torque is significantly lower than the maximum value over a larger range, and this behavior is used herein (or is generated in a nonlinear design) such that the actuator shortens the actuation time at higher speeds, although it is not operating at the maximum shaft power point.

Fig. 10 shows an advantageous way of obtaining information about the brake from measurement data from the actuator 0431 (which measurement data may be recorded as angle and moment at the brake actuator, for example, but any similar representation is also possible, since there is a mathematical relationship between the values at different points), for example to determine a more accurate estimate of the current wear condition, the need for wear adjustment or the contact force. In FIG. 10, the liner travel is on the x-axis and the actuator torque is on the y-axis, e.g., full braking at 1g up to 017, and "normal" braking at g/3, e.g., 017/3.

The black line is the expected behavior of the brake, which may be stored in the EMB-ECU, for example. However, it may also be determined on a case-by-case basis, e.g. for "actuation" with a correctly assumed air gap 068, with e.g. a mechanical loss determined in the past. However, as already shown, the expected behaviour may also prove to be impossible to store, since it may depend on the development of temperatures that cannot be stored in advance, i.e. the development of temperatures depends on the respective transient conditions, such as transient braking power, cooling conditions, etc., and these have to be measured and/or continuously modeled in a time-dependent manner in the process.

The raw measurement data from the actuator 0431 is temporarily marked as "obvious" because it is first above the expected behavior (with the complete curve of the air gap 068) and then below the expected behavior (with more strokes). With this assumption of many possible measurements, it is shown that it is possible to find individual "errors" (e.g. the evaluation block 1608 identified in the comparison or evaluation block 1608) individually and also e.g. in different time ranges by means of a plurality of points on different actuation states (e.g. actuator angle or linear travel, actuator moment, marked actuator speed, etc.), e.g. individually and also e.g. so fast that "errors" (or already reduced or compensated) can be identified before braking or before adverse erroneous braking effects, whereby a rapidly identifiable evaluation can be designated as "fast accepted" 16091. However, with more effort (e.g., statistics), a more accurate analysis of braking performance becomes possible, which naturally requires more data and time, and thus appears here as slow hypothesis 16092, and naturally also with the aim of improvement.

In "fast hypothesis" 16091, it is proposed that in this case, for example, there is more than one measurement point in the region of an excessively high air gap, it can be assumed that the instantaneous mechanical loss is higher than in the nominal curve. This can also be pressed out, for example, in absolute or, for example, percentage correction. As more actuation begins (e.g., the end of the air gap) than if the desired contact pressure is reached, these points then lie below the nominal curve, and with the support of a later rise, it can be assumed in "rapid assumption" that the air gap is greater than desired, for example. This assumption is also supported, for example, by the fact that these points remain largely below the nominal course, which may be due to, for example, the flatter course of the cams here. In response to various findings, appropriate correction values for various parameters of the calculation algorithm (e.g., air gap size) may be considered accordingly in all subsequent calculations of the brake control electronics.

Thus, according to this method, both a "quick assumption" 16091 can be made and if applicable it can be ensured, for example, of course on the basis of the fact that the motor torque will develop differently when using other non-linear ranges than intended. For example, when a weaker braking than usual at g/3 is desired, then according to this method a "quick assumption" can already be made in advance, which prevents or reduces unintentional false braking effects. The more different states of EMF that are available for measurement point determination, the better the analysis of the bias states and causes in EMF can be. Thus, one will compare e.g. different actuator loads, angles or speeds (including markers) with the corresponding nominal curves, as e.g. mechanical losses may be different or have different effects, depending e.g. on actuator speed and direction of rotation. When the service brake actuator is also used for the parking brake function, it is particularly advantageous for high quality measurement points to be collected. Approaching the park brake position involves an actuation distance that is significantly higher than the actuation distance of most service brake operations. Furthermore, the requirements on the actuation speed are significantly lower, which means that the influence of e.g. mass inertia can be minimized.

The EMB may be operated on the basis of e.g. the need for wear readjustment as described above, or may be readjusted at advantageous times, or may be continued e.g. temporarily with such an (entirely) incorrect setting. Thus, for example, a "slow evaluation" may be used, which uses better statistical methods (e.g. averaging) to determine the actual deviation state of the EMB, or advantageously, several reasons for the deviation may also be distinguished. For example, it is possible to distinguish that the mechanical losses in e.g. EMB are statistically higher than expected, or that e.g. the wear adjuster is statistically set too far, and that one can naturally take these results into account in the brake control or store or output them, e.g. as a warning. Effects due to e.g. rationality or e.g. impossibility may also be included in the above-mentioned methods, e.g. that at similar temperatures of the gear grease, the mechanical losses are not expected to change strongly from one operation to the next, or that values obtained e.g. from a "quick assumption" of an erroneous air gap are not possible, because there is not so much wear possible due to e.g. a wear model. These are, of course, merely examples of many useful possibilities.

This is particularly advantageous when additional information (e.g. the current temperature) is recorded and stored as metadata in addition to the actual data of the measuring points, i.e. the paired reasons/results, e.g. motor position and current. Therefore, for "slow" assessment, it is advantageous to classify all recorded measurement points according to various criteria. For example, low/high temperature or low/high modulation. A more detailed explanation is possible if the deviation analysis of the measured values from the expected values reveals subsequently different classes of differences. For example, if the above example represents a horizontal movement of the curve, particularly at high temperatures, an incorrect assessment of thermal expansion may be assumed; on the other hand, if there is a difference between the low and high motor positions, it can be assumed that there is an error in the stiffness curve representing the brake behavior.

In fig. 11, the design is shown in the example of a roller and cam, where no nonlinear components of "substantially constant actuator torque" are intentionally applied; in contrast, to advantage, the variation in the transmission ratio is strongly limited. While other designs require mathematically reasonable optimization, in this case mechanical engineering optimization is intended to be able to take advantage of the transfer of behaviors that have a given behavior (e.g., lever combination) or that can be designed within limits (e.g., gear pairs with non-constant radii, ball ramps, cams).

However, by limiting the ratio of minimum to maximum power transfer and/or torque transfer, preferably less than 1:20, the motor can no longer operate in an optimal manner over substantially the entire operating stroke. Instead, it operates over a wide (and always passing) range of operating travel, which deviates significantly from the optimal range, and it can naturally be assumed that all possible load conditions in the range of operating travel, i.e. from zero to maximum shaft power, are present. In this case, it is recommended, among other things, to use it in a wider range of its reasonable speeds or rotational speeds, for example in an efficiency range accepted as "good".

By maintaining an optimal operation, it becomes possible, for example, to design the cam track in a mechanically advantageous manner, for example, without sharp points, without points with small radii and high loads, without points that are difficult or impossible to accomplish due to angular relationships, and points that may tend to "self-lock", for example, when the angle of the roller lever is substantially perpendicular to the cam tangent. Thus, the rollers for rolling on the cam track may have a larger diameter, thereby carrying a greater force. Furthermore, the use of non-linear components other than cams becomes possible, since for example a gear pair with a non-constant radius or ball ramp can be used only when the change in the transmission ratio is limited, for which purpose the change in the transmission ratio can be further reduced, for example to 1:10 or less.

This is based on conditions determined to be advantageous from a mechanical engineering point of view, for example, the minimum roller diameter resulting from conditions such as roller and cam strength, width, number of actuations, and force range. For this purpose, the cam shape is then determined, which is also classified as permissible from a mechanical engineering point of view, i.e. not below the minimum radius, for example for reasons of material strength. This ultimately results in an achievable nonlinear translation. In the design, it is not pursued that the electric motor "works essentially continuously" over the entire operating path of the optimum operating point, which is also considered, and may even constitute a contradiction, since it corresponds to an impossible requirement.

The transfer ratio of a roller rocker arm or cam follower arm and cam combination may be expressed, for example, as a ratio of rocker arm angle to cam twist angle. In this case, the rocker arm torsion angle is created by the roller center point. In fig. 11, the desired movement of the roller center of the roller 033 rolling on the actuation cam is indicated by a dash-dot line, and the various corresponding roller positions are indicated by dashed lines. However, the cam surface is created as a thick curve "with rings" on the circumference of the roller. However, in the example shown, either the roller is too large or the radius of the "kink" change in the center point curve is too small.

In any case, points of the cam surface are created which are removed from each other during production, which is not possible. It is also not possible to simply "round" the surface area, as this would result in a different transfer ratio than desired. Thus, according to this design method, the dash-dot line center curve remains curved with a larger radius (dash-dot line center curve on the right), which results in a transmission ratio that is radically different from the substantially constant actuator moment according to the design.

Even when the cam surface curve no longer contains any impossible points, it is still necessary to examine whether the resulting radius of the cam surface is viable or must therefore be increased, as required. After this interpretation, for example, the middle point shown on the right will be reached and the transmission ratio resulting therefrom can be determined therefrom, which does not allow any changes to be considered too great. The same applies to other rolling arrangements, such as ball ramps, and in practice similar restrictions on the maximum possible geometrical variation will also apply to gears or friction wheels, for example, with non-constant radii, where it is necessary to take into account, for example, manufacturable tooth geometries or rolling arrangements that are possible at all points (all points do not "interfere with each other").

The following advantageous methods for obtaining an advantageous cam surface can also be proposed, which methods can also eliminate "too small radius" and "loop through impossible points":

the cam torsion angle can be increased because the point is "pulled apart" on the cam surface, a better position can be found. Although this increases the transmission ratio, it can be compensated for by a lower transmission ratio in the upstream motor gearing.

Similarly, the internal detent starting radius of the cam may be increased, which also "pulls" these points apart. However, it is also possible to partially pull the points apart, for example the starting point of the pre-twisted cam, so that the ring is pulled apart, i.e. eliminated, and so that the radius is enlarged too small. This can lead to a very good solution, but initially the transmission ratio is changed and cannot be fully compensated by changing the transmission ratio of the motor transmission unit.

The diagram 1201 shows how an actuation cam 032 with a torsion angle of about 270 ° (thin) changes the initially very large slope to a flat slope and still advantageously maintains mechanical load at the "round" transition point of the cam track near 0321, as the cam is still "round enough".

However, if the torsion angle is to be reduced (drawn thicker) for the same radius that determines the cam stroke 0323 (initial and final radii, dashed line, stroke 0323 therebetween), the transition point must be designed with a smaller fillet radius or even cam track pointing to 0322. However, up to the "kink" of cam track point 0322, almost half of the liner travel is covered. In order to maintain the minimum fillet radius allowed, it is therefore necessary to design the non-linear component in relation to the geometry, for example, to approximately half the lining stroke. This results in either a smaller maximum achievable travel or a faster increase in cam radius as the torsion angle decreases. Therefore, the actual optimization objective of the nonlinear component cannot be achieved.

Fig. 1202 shows the case where stroke 0323 would remain at significantly reduced minimum and maximum radii (both bold dashed lines). The cam track is not simply scaled down because the stroke 0323 is not scaled down, but rather a new, rough, cam track is created pointing to 0322, which again results in a sharp point in the abrupt to flat transition that is significantly more pointed than the dot of the original, darker drawn cam track circle 0321.

It is actually apparent that the "too sharp" area created above (0322 in fig. 1201 or 1202) cannot simply be rounded with a cam radius 0324, as shown in fig. 1301. Initially, a flat cam track 0325 is selected, i.e. a higher force ratio, for example because the brake can only be applied (or planned to be applied) within 0325 if a smaller actuator torque is thus required. However, if a large slope of fillet radius 0324 occurs at 0325, the actuator cannot properly operate the EMB in that region.

Thus, in diagram 1302, a method of EMB that can be driven with the correct torque is presented. For example, the corner radius may be pushed to 03241 (so that the flatter position 0325 may work properly) and then again have an "incorrect" cam track along the circular path, not of course the intended dashed line.

However, the cam track in the region of the new rounded corner 0341 in fig. 1302 is now less steep than that required for dashed actuation, and thus can actuate, but is slower. At the end of the offset fillet radius 03241, the allowable (dashed line) slope 032221 may be applied again. The nonlinear input torque can now lie again in the desired range, but the necessary torsion angle increases slightly. For this purpose, it is also proposed that in a further iteration the total torsion angle can be reduced again. This approach may be used to approximate a desired process that is non-linear, but in some cases, the limitations will be considered more important than the implementation of a target process that is non-linear.

In fig. 1303, it can be seen that two different sizes of rollers (roller 033 (large) and roller 0331 (small) (for operation start) can also be used-due to the small radius of roller small 0331, the steep sides of the cam track of tip 0322 can become a flatter route when operating cam 032 has been twisted such that the small roller has folded back along its path along the fully pulled track, the large roller 033 rolls behind the sides on the dashed track, and from there, the smaller roller has a track that provides relief for the smaller roller, shown here by a continuation of the fully pulled track in the process of taking over from the track of the larger roller to the left side of F.

The two tracks and rollers may also be spatially staggered. Furthermore, the raceways do not have to be rigidly connected, but for example the small raceways can be rotated first, and then for example the large raceways can be rotated by the drive, which makes it possible to achieve a total rotation angle of more than 360 °. It is therefore not necessary to use different rollers or roller diameters, but such a spatial arrangement can also be used to achieve a larger overall torsion angle, and for this purpose, for example, the drive unit, the carrier or the conveyor can also move the individual raceways or the individual cams or cam parts from a specific torsion state or angle, so that the raceways can also be driven, for example, with different transmission ratios. For example, a three-dimensional spiral mesh with only one roll is also possible. However, the raceways may also be moved relative to each other in different ways (also e.g. spring loaded) so that e.g. a compensating movement is possible, and e.g. the raceways may change position (or change position under actuation or load) so that e.g. the slope at the current cam position changes.

Fig. 14 shows a practical example of a cam surface that can be implemented using this process and the axle torque generated at the brake actuator (y-axis) over the brake stroke (x-axis).

On the left side, 0322 the cam track that is still possible in practice is shown in bold, whereby the route at the internal origin is already problematic. The small ring connecting roller 033 and the drive cam is the fulcrum of the lever where the roller is located. The resulting brake actuator torque (i.e., motor torque) is shown in bold on the right, and therefore, deviations from the constant curve are apparent over the linear brake lining actuation stroke. The full braking action corresponds to 1g brake 017, with normal driver normal braking reaching approximately g/3 at 017/3. In the region of the air gap 068, a higher or even constant motor torque is not possible here, despite the steep cam start. The fact that the distance between "g" and "g/3" is so small is due to the force-displacement characteristics of the EMB and the brake lining (both with a realistic background). By applying the above-described improvements, such as a larger cam angle, a larger initial radius or a roller that is as smallest as possible, a dark-colored profile of the motor torque can be achieved, which is already in a more advantageous range, but the torque still remains markedly unchanged, in particular in the usual braking range up to g/3. The substantially optimal (constant) motor torque can only be obtained by other measures, such as sliding scanning instead of rollers, very large cam radii, etc., but is not proposed in the present procedure.

Fig. 15 shows a possible brake for a passenger car front wheel or the like, which reaches a lining contact force of, for example, a maximum of 40kN (on the left-hand y-axis) and operates with an air gap 068 of 0.4mm (total air gap) and has a non-linearity with limited variation of the transmission ratio, which is possible with the method proposed here. The contact pressure moves about 1.8mm (on the x-axis) and the resulting contact pressure (lower full curve relative to the left y-axis) increases according to the stiffness curve of the full brake, whereby such stiffness curve is typically not a straight line like a spring, but begins to soften and harden at full brake.

The horizontal dashed line will be a constant actuator torque design (on the right side of the y-axis) thus theoretically resulting in maximum actuator shaft performance with respect to a theoretically optimal short actuation time.

However, the design proposed here is based on the fact that one does not wish to change the transmission ratio too much nor too suddenly, resulting in a relatively very unfavorable course of the actuator shaft moment (using the upper curve of the right-hand y-axis), which is advantageous for a mechanically favourable design (see above). In general, it is proposed herein that the design be considered as a relationship between the transfer ratio (e.g., output torque versus input torque) and the selected mechanical and geometric implementation, i.e., the mechanical and geometric implementation will thus result in a transfer ratio. Or vice versa, the transmission ratio is chosen at each actuation point such that the desired mechanical and geometrical realization is found, thus for example the roller diameter, (minimum, maximum) cam radius, minimum radius of curvature of the cam surface. The process may also be iterative, e.g., starting from a desired transfer ratio for actuation, then adding mechanical and geometric constraints, thereby determining the transfer ratio, and then making, e.g., mechanical or geometric changes to better achieve the desired transfer ratio.

From this definition of the design process, it follows that neither motor torque nor motor power is considered, nor should they be largely constant.

Thus, the definition can be applied to all types of EMB designs, for example also to spring loaded EMBs, which for e.g. safety reasons automatically enter a braking state and are released by a brake actuator, like e.g. a railway air brake with a spring.

For this purpose, an initial nonlinear combination of springs is proposed, whereby the relaxing springs are replaced nonlinearly, so that the lining contact force increases despite the reduction of the spring force. To this end, it is possible to combine non-linear components and to have the spring act on a crank pin, such as a cam, so that for example the tightest spring has a smaller moment generating angle, which can lead to an increase in the normal distance when the tension is released.

The cam transmission ratio achieved by actuation can now be designed in such a way that the spring moment on actuation is transmitted slightly more than the necessary contact force on actuation. Thus, here, the motor does not even appear. As a further requirement of the transmission ratio, for example, the transmission ratio reaches the driving force in the case of a change in stiffness (for example from a complete lining to a worn lining) and in the case of a change in air gap to be taken into account.

When the brake actuator is now turned to release the cam, it must apply the remaining torque between the spring torque and the counter torque from the brake. It may now be required that the brake actuator torque is optimal for the motor or as low as possible in some places in order to keep the brake released with the lowest possible brake actuator torque at which safe actuation just occurs. Furthermore, if no reaction force is applied by the brake disc or drum, for example during assembly, it may be necessary for the brake actuator to also be able to bring the brake from the braking state to the release state.

From all these requirements, as described above, an ideal transfer ratio process will be obtained, and then the mechanical and geometrical properties are checked or determined (also iteratively), if necessary, to obtain a transfer ratio which does not correspond to the ideal transfer ratio, but which meets the requirements of feasibility. Additional non-linear components may also be provided on which the brake actuator does not function strictly. It is not necessarily a cam, it can be any type of non-linear member, finding a path between demand and reality.

This resulting sub-optimal actuation time or motor size can (but of course is not required) be compensated for by the higher stiffness of the brake (since energy is force multiplied by displacement). In practice, it seems to be desirable to increase the air gap to 0.4mm to support the actual peeling of the liner.

Fig. 16 shows a method for computer optimization that is currently known, for example, to cut out parts (broken lines in the direction of the arrow) from an entity (here, for example, a large circle) to obtain the desired cam lift 0323, and to check the remaining part to see if it gives better or worse overall results, and to accept the cut-out or not. Similar results can be obtained in the same manner as in the procedures of FIGS. 1201-1202 and 1301-1303, although the procedures are different. It is therefore also recommended here to find such a procedure of similar solution by "trying", which naturally involves that in extreme cases, e.g. humans (also using e.g. scissors and cardboard) utilize such a procedure, which may be called "trying" in any way. Of course, "add" may also be used instead of "cut" e.g. starting from a dashed circle, or a general "change".

Fig. 17 shows the curve of the EMB of fig. 15 in a design that is as simple and inexpensive as possible, for example, wherein no wear readjustment is assumed, so that the air gap increases with increasing brake lining wear. The upper set of curves represents the resulting actuator moment (right y-axis) and the lower set represents the resulting normal force (left y-axis). The x-axis represents the liner travel. The complete curve of air gap 068 (0.4 mm) refers to the curve that appears after long periods of operation. A long travel is a situation that occurs, for example, at the end of the planned service life, although braking may of course still be performed with reduced full braking effectiveness. For example, a short trip may be a new state.

The curve moves over the nonlinear member according to the increase of the air gap and can no longer be used as a constant air gap. Thus, a "new" curve will have a too early contact force slope at a nonlinear component that is still too steep, and will therefore transmit too much actuator torque, which, however, still must be within an operable range. Since this requires less actuation time, the brake actuator can be made to run slower, again reducing the electrical input power. In contrast, the worn state uses a flatter portion of the nonlinear component, requiring less torque and power, but additional time to move further. Thus, the motor may be made faster by magnetic field monitoring or other measures, such as increasing the voltage or switching the windings.

Thus, in this design there is no longer an optimum, but only a different case, the nonlinear components can be advantageously designed together, for example so that the maximum power increase may be without any problems under new conditions, taking into account any slowed down motor operation. It is also not necessary to divide the three areas into three, for example, one advantageous "new" condition can be planned and all other conditions can be tolerated, such as on-site monitoring or longer service times, especially if wear is generally low and can be prolonged towards the end of life. Manual wear adjustment may also be provided so that a "new" or better condition may be restored. The adjustment range may also be limited, for example, or may be performed in a single step, so that the user does not create an "air gap starvation" condition. If the settings are incorrect, the control electronics may of course issue action steps, countermeasures or warnings.

Fig. 18 is similar to fig. 17 (same axis) and shows a method of "evasive movement" by, for example, a non-linear movable holder, i.e., a pivoting or movable holder such as a motor-cam assembly.

In fig. 18, the nonlinear component in the worn state (long stroke) has been "advantageously" designed, showing that it again corresponds to a compromise. When a new condition (short stroke, thin) occurs, such a nonlinear component will not actuate in a permissible manner as the brake actuator torque becomes too high. The brake actuator with the cam can now be turned (e.g. rotated around the fixture) causing the cam to rotate to a flatter portion, which then causes the motor torque to drop again, as indicated by the dark arrow.

The rotation away can still continue and thus already cause a strong drop (e.g. according to thicker arrows).

Of course, this displacement pressure against the spring is first of all "lost energy" because it enters the spring rather than the motor actuator. This effect may be limited, for example, by pressing the spring against the end stop and deforming it only beyond the end stop spring effect. The "lost energy" may also return, for example, when further actuation causes the spring to relax again.

The control electronics can recognize curves caused by path movement (e.g., in moment-angle behavior) or adjust to wear conditions. However, it is also possible to detect the displacement or rotation of the holder, for example, also only point by point when (e.g. in the actuator angle) for example is stopped. Since this change occurs slowly in various abrasions, the electronic system can also detect it strongly on average or statistically, for example to smooth it.

Such a torsional or displacement effect on the mounting bracket can also be achieved in other ways, for example by means of a wheel suspension. The actuator assembly does not have to twist or move, and the roller bar or other components may also be affected.

For example, in fig. 1901-1905, it is proposed how a known and usual spreading member 051 with unbraked layer 053, braking layer 054 and spreading member pivot 057 can be advantageously modified to compress, for example, two brake shoes 067 (schematic) with brake linings 063 (whereby a similar compression can naturally also be used in other brake designs, such as disk brakes or brakes on linear running rails, and in this case, for example, also only a single compression movement stroke can be used, only contact pressure being possible, so that an additional wear adjuster is required, for example, to press the other end of the brake shoes apart, or the stroke can be so large that the spreading mechanism can also cover the wear involved.

Fig. 1901 illustrates a common low cost deployment method in which one part is twisted between brake shoes, similar to a straight screwdriver. Due to the angular displacement of the contact points, edge scraping, wear and relatively high mechanical losses occur, which not only increases the actuation energy, but also results in an unpleasant hysteresis, so that the force required for brake release is significantly less than the force required for actuation. However, this solution is not excluded here. It is physically less advantageous but may be cheaper and may also be replaced by modified variants, for example variants with rounded edges or with compensating parts in contact with the expansion parts, or variants with advantageous "scraping" behaviour.

Here, as a variant of the usual expansion element, it is not proposed to eliminate the height variation entirely, but only to reduce it well, or if necessary, it is assumed that the height variation may even be desirable in order to follow other movements, such as brake shoe movements or movements caused by deformations, for example. If the relative movement between the expansion part and the brake shoe, which generates losses, is reduced by simple means (as suggested above as an example), for example to less than 2/3 of the disadvantageous situation, the correct path has already been taken. Up to now, these mechanical losses of the known extension parts have been accepted, for example in the case of manual drum brakes, since for example the manual force is sufficient for a brake application with a suitable transmission, and thus no improvement is obviously required. However, in the case of EMB, the mechanical loss must be overcome by the actuator, so the size of the actuator (installation space, weight, cost, etc.) is largely affected by whether it must provide more than 50% to 100% of power. In addition, mechanical losses also deteriorate the relationship between actuator torque and contact force. For these and other reasons, such an improvement in the use of the deployment element described above for EMBs is recommended. It should be mentioned here that there is another well known variant of the so-called S-cams for drum brakes, however, in this variant the rollers run on the S-cams at each brake shoe, thus taking a different path.

To this end, the scrolling process in a circular scrolling path and in angular elevation applies two overlapping movements. An example of how a cost-effective and easily completed or produced roll web can be manufactured in the form of a pin is shown. For this purpose, for example in diagram 1902, two punches may be drilled in a still empty circular part, and then defective material may be removed, for example by milling. Of course, these steps may also be performed by other methods, such as stamping, pressing, forging, casting, sintering, or cutting. Pins or needles or rollers, etc. are now used. May be inserted into the remaining material in fig. 1903. These unreeled surfaces can also be produced in different ways than with pins, i.e. arbitrarily, for example by chamfering or sintering, and do not necessarily have to be entirely circular or circular part-shapes. The needles (and/or the corresponding cylinders, pins or rollers etc.) do not have to be pressed in either, they may also be formed, for example, by pressing or forging the whole part, but they are still described below under the name "pins" or similar names. The position and diameter of the roll pin are now chosen such that the relative scraping movement between the brake shoe and the rolling surface is small (fig. 1904), although it is not possible to reach zero precisely, since the rolling movement is proportional to the angle of the roll down and the change in height comes from an angle function. Advantageously, it will also include a rotational movement of the brake shoe about its (here lower) bearing point, so that one will target a good follow of this rotational movement.

In fig. 1905, it is shown that two brake shoes 067 require radically different pin movements. Assuming the brake shoes are moved circumferentially by the lower bearing of the brake shoe support 069 (indicated by the arrow upward from 069, which is interrupted to indicate that the vertical spacers are pushed together), they move minimally downwardly when pressed against the pins at the contact points. There is now a combined movement of the upper pin about the centre of rotation and rolling along the circumference of the pin. This combination should produce a small relative error in pin contact movement relative to shoe contact at the pin contact point, which can be supported by the pin radius and pin spacing and the beginning and end of pin torque transmission. However, a symmetrical lower pin, due to its circular motion, naturally produces a component that is diametrically opposite to the upper pin. Thus, while an arrangement point symmetric to the upper pin (relative to the pivot point of the pin) may also produce acceptable behavior, a more advantageous solution would be to more advantageously improve the area of the circular path of the lower pin such that the circular path at the lower pin produces a greater downward motion, as shown at the far right, the pin is not fully point symmetric to the pivot point. Of course, it is also possible or additionally, for example, to make the two pins different in diameter, or to use non-circular pins. The dashed line indicates an unbraked initial position in which the brake shoe leaves an air gap to the drum. The thick circle indicates that the pin is at the largest possible angle of rotation, which may correspond to a full braking of the largest wearing lining, for example, if one also wants to compensate for the wear of the lining by such a rotational movement. The location of the lower pivot point of the lower half of the dashed line of the patch is naturally abbreviated and not true to scale. The movement of the position of the lower pin in the horizontal direction is shown to be slightly smaller than the movement at the upper pin, because the horizontal component of the angle function acts at a slightly different angle than the top. This can be neglected because wear occurs on the lining or can be compensated for by giving the lower pin a greater centre distance. The radii of the two brake shoes (from the pin to the pivot point) may also be slightly different, so that these differences in the positions (angle, center distance) of the two pins may or should be taken into account.

It is thus possible to find an optimal design of pin movement and brake shoe movement, whereby the entire sequence of movements of the pin follows the brake shoe movement well in a locally optimal sense, which is also one of the design goals.

However, the remaining relative movement errors do not have to be emphasized, since in the region of overcoming the air gap the pressing force is small and thus the loss of relative movement is also small. The amount of movement of the pad contact during normal braking may also be small, so that small residual relative errors need not be a major concern. If a larger rotation is required to cover the lining wear, the moving contact portions will again be adjusted absolutely so that possible height errors can cancel each other out.

Thus, the focus may also be on converting the rather poor conditions in terms of "scraping" and losses into significantly better conditions, while still ensuring good manufacturability and favourable mechanical loads (e.g. small deployment radius and remaining cross section of the central support) as well as optimization of the co-ordination pins and their positions and these needs. The basic objective is to explicitly transfer from the adverse conditions of the screwdriver-like parts to reducing unwanted relative movements, aimed at a mechanically and geometrically reasonable solution, not just to approach mathematical optima. It is also possible to use only one contact pressure pin, for example a double brake and two such deployment mechanisms, or to arrange the central bearing of the deployment mechanism in a bushing and deploy the second from the bushing using only one pin. The deployment member described will have a slight non-linearity, which can be used, for example, to compensate for different brake stiffness with different lining wear. However, their slight nonlinearity may also be considered elsewhere, for example in the case of a nonlinear drive of the deployment elements. The rotatable deployment member does not necessarily have to be driven from the centre of rotation, but may be rotated in any way, for example by connecting a lever thereto or for example by a gear drive. The centre of rotation need not be supported nor used, for example, the lever may be on a rotatable deployment member, and the centre of rotation may be neither supported nor used, for example, but simply generated by a rolling movement.

In fig. 20, it is suggested that the recess 0311 may be located in a region 082 where braking is not required, where, for example, pulling up on a lever with a lower driver 025 creates a forward progress on a ratchet-like (here star-like) gear 026, turning the brake actuating shaft in the direction of more braking. Such ratchet advance may also be obtained as shown, for example, using an impact method from a black rectangular lower drive 025, wherein the end stop may rotate the ratchet in the direction of wear adjustment. Of course, other locations may be used for wear adjustment, such as 025 at the top, for more cam rotation than full braking, but it is generally more difficult to operate the wear adjuster here. However, it is also possible to perform a force-or moment-limited ratchet advance in the area 081 for braking, for example during normal braking operation, if the force has not yet appeared above some desired contact force, and use this limitation to ensure that no excessive adjustment is performed. In general, in all embodiments herein, any device may be used as a "ratchet" that operates in a direction dependent or controllable manner, regardless of whether it is, for example, a gear, friction lock, wrap spring, clutch, or the like. Thus, for example, a "ratcheting impact" may simply be mechanically applied to the legs of the coil spring. Arrows indicate different settings for the wear adjustment additional rotation. The readjusted ring gear is twisted, for example, by expansion means 051 or S-Cam 056 (shown schematically) for lining contact.

Fig. 21 shows how three functional suggestions (e.g. normal service brake operation, wear adjustment and parking brake position, which may also be permanently maintained) can be obtained from the brake actuator movements, whereby e.g. several brakes may be handled together, or e.g. only one brake disc 011 or brake drum 012 may be used, of course preferably the same brake disc or brake drum (contrary to fig. 21), naturally the principle may also be used with only one brake instead of two, naturally only one lever with teeth 026 is needed, others only showing the possibilities. It is also pointed out that the common contact pressure rotary movement on the gear teeth 026 also comprises a wear adjustment, or that a separate adjustment movement is performed, for example, on the wear adjustment actuator 08, which is known here, for example, between brake shoes. The operating cam 032 with the cam rotation axis 034 has a constant height gain for the service brake in one direction of rotation and in the other direction of rotation, for example a depression or path with a constant radius for the cam rotation point as parking brake position 0471.

With a "ratchet" (or the like), when the cam rotates, and thus the lever rotates with the roller (upward in the drawing), the force is transmitted to the brake actuation shaft in black, for example, to the deployment member 051 on the right side by the deployment member driver 052.

On the left hand portion of the disc brake 011, the adjustment lever 027 is directly connected to the brake actuation shaft. The rod may be pressed upward in a particular position, which results in a "ratchet" advance, thus resulting in wear readjustment. For example, the parking brake is operated with such a large contact pressure that a sufficient parking brake effect is produced, but the lining is still pressed. In this case, if, for example, the cam rotates more than necessary for the parking brake position, a special component, such as a pin or follower 025, lifts the adjustment lever. If the lever now rotates the ratchet (greater contact pressure) forward, the brake is again correctly (or better) set and from the perspective of the brake actuator, again operates at the correct (or better) actuation angle, which corresponds to the correctly set brake. However, since in this case the adjustment lever is directly connected to the brake application shaft, the adjustment lever must be operated further and further for new ratcheting operation, as it is connected to the pad contact pressure, and this gets closer to the brake disc as it wears. However, a greater cam torque is not necessarily required as more wear results in less reaction force from the brake actuation, on the other hand, the "pins" or drivers 025 and adjustment bars may be arranged and shaped in a manner that produces the desired behavior. They may also be cam-like in appearance and design, and the "pin" may be anything, for example, a roller. How and at which cam position the upward movement is triggered (here exemplary) can be addressed in a number of ways. Thus, this method is particularly suitable for situations where little wear is expected, such as bicycle brakes or bicycle trailer brakes, or parking brakes, where virtually no or hardly any wear occurs when they merely hold the vehicle stationary. The above is of course not limited to brake discs, but the friction surface may also be a drum or a rail or another type.

Thus, the adjustment lever on the shaft has the property that the more the adjustment lever has to be rotated, the more far as the wear adjustment increases. In the right region of the figure, the "dual ratchet" of the drum brake addresses this effect. The function is almost identical to that described, except that after the readjustment procedure, the right readjustment lever 027 can also be advanced on its "ratchet" in order to remain in the range of the old position, so that the readjustment is performed substantially always in a similar or identical rotation range. For both "ratchets" it is also possible to use common parts, such as teeth on the shaft or friction partners or wrap springs or handles thereof, so that for example one ratcheting action is operated by one wrap spring leg and the second ratcheting action is operated by the other wrap spring handle. There may also be intentional friction between all of the components described herein, for example, to prevent unintentional twisting or rotation of the "ratchet" due to vibration, for example. Of course, other friction surface areas may be used as drums, such as disks, rails, or others.

In the lower region of the right drum brake it is shown that a separate readjustment movement can also be applied to the wear readjustment actuator 08, for example as a rotational movement, or as a pushing movement, as indicated by the double arrow, which can for example turn the adjustment screw in a ratchet-like manner.

In general, it is suggested that if a need for adjustment is detected when the contact force is large, for example when there is a large amount of contact movement (e.g. this may come from the contact actuation of the actuation spring, or from the parking brake position or those positions having more actuation movement than the parking brake position), then it is often difficult or even impossible to readjust when the pressing force or a part thereof is in adjustment. Thus, for example, the following solutions are proposed: either the readjustment drive becomes so strong that readjustment movement becomes possible, or readjustment necessity is "stored" and then executed when readjustment is again possible. To do this, one can intentionally move or rotate the ratchet in a non-adjusting direction, so that the ratchet moves against the adjusting direction, for example by one tooth, which is also possible because the adjusting shaft or the adjuster is heavier due to the pressing pressure, but the ratchet arm can move against the adjusting direction of rotation, for example by one tooth. For example, this movement is against a spring, at least against a portion that may "store" the intent. When the brake is released again, the spring can rotate the actuator shaft or the actuator in the adjustment direction when released. Such "ratchet-like function" may be, for example, a ratchet, a coil spring, a friction device, or the like. And can be combined locally or, for example, at the drive unit of the actual readjustment device located in the brake, i.e. for example in the drive unit of the adjusting screw, or as an angular drive of the adjusting screw, wherein, for example, the adjusting shaft is turned, for example, by 90 ° against the screw axis, which can also be proposed, for example, with a wheel of "ratchet-like" design, such as a bevel gear.

Fig. 22 shows an example of the possibility of its own wear readjustment, although the principle can of course also be applied to the case where the lining pressure itself also assumes the wear readjustment function by means of a possible stroke at the same time, and again preferably using two identical brakes or using only one brake.

"possible force limits or moment limits", such as possible slip clutches 023, may advantageously ensure that, for example, excessive incorrect, excessive readjustment is not possible, as the limits cannot do so. For example, the spring 021 for wear adjustment may create a spring effect that does not allow for incorrect adjustment, which effect is less advantageous than a slightly worn lining. Instead of a sliding clutch 023, it is also possible to use a "possible travel limit", for example, to ensure that the adjustment process does not take place over the desired travel or angle of the air gap, but rather that it has already taken place when more travel or angle occurs in the pad lifting movement. The path of the air gap may be assessed by, for example, "rotatable wear adjustment". The wear adjuster shaft or rod of the brake or the adjuster in at least one brake may be intended to have such a large friction in the wear adjuster 028 or be provided with additional friction that unintentional further rotation of the wear adjuster (e.g. due to vibrations) is not possible. An additional ratchet for adjusting the moving toothed 026 may also be recommended to specify the adjustment direction. A combined ratchet with friction, for example in the form of a coil spring, may be recommended. If these additional components are not present, functional adjustment is also possible if necessary. For example, in the case of a drum brake with a brake drum 012, the extended wear adjustment 02 may also be used. Of course, both brakes should always be the same, or only one may be used. In summary, it is advantageous to always determine during wear readjustment whether the behavior corresponds to the expected behavior and to then derive therefrom an action, for example, adjusting more, less or no adjustment, warning or storing a deviation. Readjustment may also be designed in such a way that incorrect (e.g. too large) readjustment is considered as disadvantageous as possible, i.e. impossible, e.g. due to the required actuator moment.

In fig. 21, the park brake position is in the cam area opposite the service brake, so the active service brake must be released before the park brake 16062 is applied. Thus, for example, only a single currently activated brake will be moved from the service brake position to the park brake position as desired, and not all brakes are moved simultaneously if possible. However, the parking brake position can also be influenced in other ways, for example at the end of the service brake or by locking the brake position by means of a holding device. However, a separate actuator may also be used for the parking brake, which may also perform other functions, such as wear adjustment or emergency braking.

In fig. 2301-2302, other advantageous examples of wear adjustment and braking force detection are shown based on an internal shoe drum brake, although similar other designs are possible, such as a disc brake or a brake for linear movement, such as on a rod or rail.

In fig. 2301, it is shown that the spreading member 051 (above) may also be movably mounted and be in an initial position, e.g. by spring action or e.g. by the driving force measuring means 064. If the driving force measuring device 064 is now rotated by the braking force, the position sensor, the force sensor or the switch or any detection function may detect the braking force or trigger the switching function at least at one point of the braking force, for example, different possibilities are indicated by arrow 064 in fig. 2301. This may be used, for example, to support a "hill-hold" function in which, for example, it is detected that the vehicle is being braked but is intended to be backed up, and when a driving force is applied, the component of the backing force is left, becomes unrelieved, and then may even be pulled slightly forward on the brake. Thereby, an advantageous point of releasing the brake, which is advantageous for starting forward running, can be determined. Possible brake shoe supports 069 may create freedom of movement and/or force dissipation.

The traction measuring device 064 may also be used to improve accuracy, for example by detecting the point of a slightly pulled lining, or even by measuring the braking force and controlling it. A possible lower brake shoe support 069 may also be mounted together on or with the movable catch or may also be free to move relative to the movable catch. For example, a possible brake shoe support 069 may be used to limit the range of movement of the drive unit, which may also be used, for example, to prevent unpleasant noise generation, such as squeaking or rattling. For this purpose, the end stop may also be soft or rubber, for example. However, a possible lower brake shoe support 069 may also be used for servo function, wherein the bearings of the unwinding member are brought by the braking force on the "main brake shoe", thus (hereinafter) "main brake shoe" exerts a further contact force on the "auxiliary brake shoe". The "auxiliary brake shoe" will rotate and then be stopped by the brake shoe support 069 or the driving force measuring device 064. This may (but need not) be performed symmetrically in both rotational directions by means of two stops, but may also be performed e.g. by pressing only one brake shoe with 051 spreading members or by creating an asymmetric braking effect depending on the direction of travel. Mainly in these servo drum brakes the actuator of the unwinding member may be another non-linear member, such as a spring, so that in the absence of self-amplifying rest the thus higher driving force of the unwinding member may first enter e.g. a spring deformation, and in the case of self-amplifying rotational movement the actual intended rotation of the unwinding member may occur. The terms "top" or "bottom" are merely illustrative and can be placed arbitrarily differently.

In the lower part of fig. 2301 it is still shown that the lower brake shoe support 069 can also be designed, for example, with a wear adjuster 02 (e.g. an adjusting screw) or with a cam or double cam (indicated by a thick cam track at 02) and can, for example, disperse the force or transmit it to another brake shoe. Thus, one can still advantageously select and design the bearing point of each cam track so that the brake shoes are positioned geometrically advantageously in accordance with wear of the lining. The cam track may preferably be relatively flat in order to keep the force acting on the cam driver from the lining pressure low by friction. The actuation of such an adjustment cam or adjustment screw may be from an actuator area not used for braking or from braking actuation, for example. Advantageously, for example, by such spring actuation, the adjustment may be noted "behind" the parking brake position, and then may be used to readjust the position after the brake is released. Alternatively, for example, after a certain braking application, an attempt may be made to apply the adjustment by torque or force limitation, but if the adjustment has been set correctly, this will not be possible, since the lining contact force or even the driving force will require a larger adjustment torque than may be required by limitation. Advantageously, for example, a wrap spring ratchet can hold the position of the adjustment cam (or double cam), for example, because it also generates static friction in the hold state and only allows movement of the cam in the adjustment direction, for example, and a second ratchet action can be used to rotate the adjustment cam in the adjustment direction, for example, and the adjustment rotation can be torque-limited by a slip clutch, for example. The adjustment cam need not have cam tracks on both sides of both brake shoes, but may be rotatably mounted on one side of one brake shoe. The components of figures 2301-2302 may be mounted in various ways, such as on a rotatable plate, which also includes, for example, a drive force measuring device. Further, entrainment force control is proposed by entrainment force measurement.

The following diagram 2302 shows the possibility of the drive unit for readjusting and pressing the force being closed (e.g. concentric), whereby on the one hand the wear readjusting device 02 (e.g. a wear readjusting cam or screw) is driven, and on the other hand the contact pressure actuator, here shown with a broken line, here e.g. an actuator cam 032, which drives the deployment mechanism by means of a lever. It can also be seen that the liner-pressure spreading member 051 does not necessarily need to be guided centrally, but can also be held in place in other ways, for example by the upper and lower guide of the pins shown, where the pins form the spreading member 051. The guiding is only required in the air gap or with a small force, since at higher contact pressures the friction of the pins on the rolling surface takes over the guiding, so that a black guiding between the pins is more advantageous here.

The advantageous unreeling design of the pins that have been explained before becomes simpler if the centre of the unwinding member is not guided, because not every pin has to be designed advantageously with respect to its guided pivot point and brake shoe movement, but without the centre of the guidance only the movement of two pins with respect to two brake shoes is important and the pivot point can move freely.

In this case without a guide centre, the pin may be pressed into the "flat iron" lever part, or between two "flat iron" lever parts, or fastened in other ways, for example by brazing, welding, gluing or riveting.

Fig. 24 shows a solution for brake actuation with spring action, wherein, for example, at 0571, it is conceivable to rotate the expansion member rotation shaft for braking.

In this case, for example, the service braking function is supported by the upper actuation spring 042 in such a way that the service braking function can be self-releasing, i.e. the spring supports less force than is required for applying pressure, wherein the upper actuation cam 032 extends relatively steeply. This may save actuator operating energy, among other things. For example, such an interpretation itself does not fully solve the problem, but is largely sufficient.

The cam side of the parking brake function (lower actuation cam 032) runs flatter so that the spring can always actuate, whereby "steep" and "flat" always refer to mathematically generated nonlinearities and the forces or moments must always be correctly and consistently correlated.

For example, it is now possible to design a flatter parking brake side in such a way that the parking brake side is not spring-loaded to the bottom in the case of a correctly set wear adjustment. If the wear is severe, the parking brake side is further turned and the wear adjustment is mapped or marked. The adjustment position can also be actively accessed by a brake actuator if an actuator controlled parking brake is required.

The park brake position is spring loaded to remain unchanged when de-energized and the brake actuator can resume the desired braking and function when energized. In this design, for example, the spring may act on the cam in a crank-like manner. However, this relates the non-linearity of the spring to the starting behaviour.

Of course, as shown in phantom, the spring may also have any other non-linear component, such as its own cam (phantom actuation cam 032 or double cam), which naturally gives more design freedom. In some cases, both cams may even act on the same roller.

For example, the spring preload (e.g., represented by the arrow on the upper actuation spring 042) may also be changed to switch the EMB from parking brake behavior to automatic service brake behavior, thus using only one cam.

Since in principle it is not important how the actuator motor and the spring interact in precise mechanical terms, it is important here that they can interact through the linear transmission unit and the non-linear transmission unit, wherever and how the components are arranged.

In fig. 25 an advantageous lever is presented (as it is also practical in these proportions) which will thus perform a rolling movement between the rotating compacting surface 0591 and the non-rotating compacting surface 0592 and be actuated at a long lever arm 03 with a non-linearity, for example an actuation cam 032 on a roller 033. In the case of rotary pressing surfaces 0591, the unwind cylinders are considered advantageous in terms of production technology, they can be hardened and very rounded, which will become important later. In principle, however, this is still a problem of unwinding of round parts, whereby in principle each manufacturing possibility is open, so that they are in the following often referred to as "unwinding cylinders" (whereby other non-round and/or non-cylindrical geometries are also allowed here), both in the following often together referred to as unwinding members 051.

Thus, due to the angular function of the rotational movement, the expanding member 051 of fig. 25 will produce a y-movement of 0.6mm at a contact pressure stroke of 1mm per rolling cylinder, but due to the rolling over the circumference of the rolling cylinder will produce a y-movement of about 0.7mm, resulting in a total y-error of 0.2mm at full braking of 2 1mm strokes, as the errors of the two rolling cylinders will therefore add.

Fig. 26 shows the "stall, lateral and/or scratch" y-movement (y-axis) over the contact pressure stroke (x-axis), whereby the solid line at the top shows the y-movement through the angular function and the dashed line at the top shows the y-movement through the rolling circle, wherein ideally both should be equal in this case, but there is still an error here, which is indicated by the arrow above. Thus, the lower curves are identical except that they cause the y error to move in the other direction. When the scroll perimeter is reduced, this proportionally results in less y-movement, and y-errors may result in smaller y-movements with smaller scroll perimeter (dash-dot lines), which may also result in different error signs, as shown below. It has therefore also been proposed that the total y-error can be reduced by combining different rolling cylinder diameters, but it can never be completely eliminated, since the angle function and the angle scaling rolling circumference will never be exactly the same.

In this case, it is also recommended to dispense with scrolling along a straight line as perfectly as possible, and to find a different, more realistic method which will also focus on creating a good manufacturability and marketability, preferably a very good circular scrolling cylinder, and thus also allow for contradictory, clearly suboptimal solutions with regard to movements as "straight line guidance" as possible.

In fig. 27, it is shown that in case of a lining pressure of a disc brake, no "guiding" as in a hydraulic cylinder is required. On the contrary, the curved dashed lines of the upper and lower parts are intended to show (as suggested herein) that there will be freedom of movement, which need not be strictly limited, but may for example also behave elastically. In this case, the contact pressure 05 (e.g. the wear adjuster) is thus pressed by the deployment member drive unit 052 with some form of contact pressure movement 059 and thereby deforms the brake e.g. also from the non-braking position 053 to e.g. the braking position 054.

This therefore results in a different range of contact pressure processes, starting from the air gap and the range of small contact pressures: the rightmost contact pressure 05 (here the part involved in the lining contact pressure, for example also the wear adjuster) will have some initial position, which may also be in a lower position, for example due to weight, but may also have a different y position, for example due to vibration. There is little wear or loss of operating energy due to the small pressing force between the rotated contact surface 0591 and the non-rotated contact surface 0592. With additional, ongoing actuation (increasingly 05 to the left), the "error" of the rolling circumference and the angular function according to, for example, the previous description (deliberately designed or provided by the geometry) is such that the pressure pad moves downwards with higher friction (between the rotated contact surface 0591 and the non-rotated contact surface 0592). Thus, in this region, a transmission takes place between the upper first region and this region. In fact, in this example, the (also random) position of the rightmost 05 region may be changed into this region by a compensating movement (e.g., a downward movement of the pressure pad, a relative frictional movement between the rotated pressure pad 0591 and the non-rotated pressure pad 0592). One area shown here is for strong braking and therefore may be subject to significant deformation (e.g., bending). Within this range or zone, a higher "error" between the angle function and the roll is acceptable or target in order to compensate for even the height variations caused by the deformation of the advantageous movement. How much area and/or extent is included and what behavior is taken is entirely user dependent, it being important here that lateral compensation movements and/or friction compensation movements are allowed, even changes in geometry (e.g. due to deformations) can be compensated for.

In fig. 28, a brake is shown, wherein in this case the brake actuator comprises for example three drive units and one component (e.g. motor 041) acts on a non-linear component 03 via for example a gear train, for example an actuation cam 032, so that for example a self-release of the brake can take place in case of a de-energizing of this motor 041. Furthermore, the actuation spring 042 (drive unit 2) may support actuation or relaxation of the brake, or as in the case here, as a compression spring support for relaxation of weak braking and actuation for strong braking. The actuation spring 042 does not have to act directly on the non-linear element 03, but it can also be arranged and act in any other way. Since the third drive unit for the entire brake actuator is here, for example, the electric parking brake drive unit 047, it can also take place in a different way, for example with cable traction. In this case, for example, the worm drive unit prevents the parking brake from becoming loose in the de-energized state. The parking brake spring 048 may be present as an elastic coupling member and thus may continue to rotate the actuation cam 032, for example, when the brake cools and requires re-tensioning. For this purpose, the actuation cam 032 may also comprise two (or more, when limited and/or more functions are required) cams, which may also be specifically designed for such further rotation. The parking brake areas of the cam may also be located in different rotational directions, for example.

The parking brake drive unit 047 can of course also be used as a safety function in the event of a failure of another motor which acts on the non-linear component of the service brake.

However, this can also be considered, for example, as no worm-driven cable traction, which is effective in, for example, a bicycle brake when the motor fails for non-linearity. The non-linear parking brake movement can be performed independently of the other motor, for example by a free-wheeling function, so that a non-linear parking brake position can be achieved, for example when the other motor is not rotating. Different effects of the actuation spring 042 are also recommended here, for example when both a stable "fully released" position and for example a stable "well braked" position are to be achieved, for example only one non-linear part, (which may be useful or meaningful in the case of e.g. a bicycle or a bicycle trailer): in this case, for example, the actuation spring 042 may be connected in a crank-like manner (e.g., a nonlinear member) such that the relaxation of the compression actuation spring 042 occurs in the release direction as well as in the actuation direction, e.g., with dead spots therebetween (similar to that shown in fig. 28). Thus, the vehicle (e.g., a bicycle trailer) can continue to travel with the brakes fully released, and the parked trailer can remain in the park brake position when power is removed. For example, the parking brake position may also be brought into the "released" position by manual operation without any current. With this actuation spring effect, there is a spring effect from the point beyond the dead point, which has an actuation support effect, so that a low actuation power operation is possible, i.e. the power of the electric motor for actuation can be smaller than in the case without a spring, and even holding the actuation position can now become possible without current, when mechanical friction losses in the brake actuation and the so-called cogging torque of the electric motor can hold the actuation position by themselves.

Of course, locking means or braking means may also be provided and/or present in order to hold the actuator in a certain position. Furthermore, when the brake can be released by manual actuation, electronic theft protection is still possible: once power is restored (e.g., hub dynamo), unauthorized operation may be restored to a braked state by the electric motor of the brake.

Another safety design of the actuation spring 042 is, for example, that it should always produce a braking state: the bicycle or e.g. the railway vehicle can thus be brought into e.g. a braking state in case of complete power failure (or e.g. shut down for safety reasons) and into e.g. a normal braking state, which of course is inconvenient for further driving, but can be striven for as a safety solution

For example, a "calibration spring" 046 may be provided or present to enable a known or stored spring characteristic (or at least one value) to be compared to a motor torque determined under non-braking conditions (e.g., as a function of current), and/or to enable a different value to be compared determined during movement, and to enable more accurate control of the brake and/or better detection of initial contact of the brake pads with the disc. The calibration spring 046 may function not only in braking action, in the air gap, or in actuator movement that does not cause any significant liner movement, but also in several such areas or subjects, as well as having different actions and tasks. Springs fulfilling at least one other function may also be used for calibration purposes. How the motor torque is expressed here is arbitrary, as it can also be a "force", a current or no unit. In this case, advantageously, the calibration will capture and take into account the instantaneous friction in the drive unit. The spring 07 for generating an air gap can in a known manner help to press the friction lining and the brake lining apart in the unbraked state, i.e. away from the braking effect. The spring 07 for generating an air gap can also be associated with a motor moment for calibration purposes. The determination of mechanical losses may also include spring behavior, also in relation to air gaps, contact points and non-linear processes. For example, the calibration spring may be used in the motor region with no or very low lining travel, and from the beginning of the lining travel an additionally acting loose spring may also be used for calibration purposes. Such calibration can also be regarded as a determination of the deviation, as a comparison with measured values (also including the course of the nonlinearity and the properties of the spring), as an instruction (what is done to get better or to achieve certain goals), whereby at least one value is calculated here, which value interprets the deviation in such a way that it can compensate for the deviation.

Fig. 29 shows the application of a drum brake. Thus, the spreading member 051 shown above presses on two brake shoes 067, which brake shoes 067 perform a rotational movement around their brake shoe supports 069 and can receive different radii of rotation (longer and shorter arrows pointing upwards). Such a simplex-type drum brake may be self-reinforcing in that the "main brake shoe" receives a component of the driving force about the pivot point, while the "auxiliary brake shoe" receives a component that may slightly attenuate the contact pressure. For this purpose, however, the deployment force must still allow a slight displacement (which may also be provided here, indicated by the horizontal arrow) in order to follow the differently compressed brake shoes.

However, in general, in a mechanically operated drum brake, the expanding member 051 is rotatably installed with a small gap so as to absorb a lever force (e.g., from a cable pulling force). It is therefore proposed here that in this case, if desired, the two partial strokes from the two (upper, lower) rotated contact surfaces 0591 can be designed by different positioning of the rotated contact surfaces 0591 (unwind cylinders) with respect to the unwinding member pivot point 057, so that the resulting sequence of pressing forces resembles a sequence of displacements with self-enhancement. Furthermore, the diameter of the rolling cylinder and its position relative to the pivot point are advantageously designed such that the contact point on the brake shoe will follow the combination of the circular movement of the brake shoe and any deformations and/or geometrical changes with as little relative error as possible. Furthermore, due to the different radii (longer and shorter arrows pointing upwards), different leverage ratios (e.g. with respect to an imaginary center of the lining support on the rolling cylinder) may be considered in the position of the rolling cylinder. In contrast to the disc brake of fig. 28, in this case, for example, the parking brake position 0471 may also be selected in the opposite direction of the rotation of the non-linear member 03 (e.g. the cam rotation axis 034) to the service brake (which is, of course, also possible for the disc brake of fig. 28), whereby the parking brake position 0471 may remain self-sustaining by, for example, a special geometry or spring action, even in the absence of an electric current. Of course, the deployment section 051 may be performed with a drive unit of a drum brake similar to the disc brake of fig. 28, as there are many possible combinations. At the end of the parking brake position (or also, for example, the service brake position), the wear readjustment can also be performed (if necessary, also specifically for) or stored, for example, in a spring 021 for wear readjustment and thus performed when the brake is released. In the case of the nonlinear component 03, there may be a specific region and/or area in which the nonlinear initial position without the pad stroke 111 may be found, for example, by detecting an increased motor torque in each of the two rotational directions.

In order to find the initial position of the nonlinear component 03, for example, the end stop or spring can also be approached, i.e. the already mentioned calibration spring 046 can also be approached, which can have particular advantages, for example, it can be approached before the first actual braking and can be used, for example, in the range of rotation of the actuator, which can have special properties, for example, no significant lining travel, or, for example, in a direction of rotation or in a range of rotation which is not used for normal braking actuation (which would require a different installation, for example, for acting on the nonlinear component). For example, before initial braking, calibration may thus be performed in order to determine which values are measurable (e.g. current, power, energy, etc.) on the actuator and correspond to which spring action, and this is also done, for example, via (possibly also extrapolateable) calibration spring characteristics 049 or points thereof. Thus, unnecessary mechanical losses occurring instantaneously can also be detected by this action. It is also possible to distinguish whether only "lost motion" has occurred, as long as no significant liner movement is associated with the actuator movement and the spring has not yet acted upon, and from when it is detected that the spring is acting for this purpose. In this way, it can be inferred very precisely when the lining contact pressure begins to increase during braking, and of course, for this case, the instantaneous nonlinear conversion between the measurable value at the actuator and the lining contact pressure must also be taken into account.

The drum brake of fig. 29 has the advantage that it can lift the lining from the drum by, for example, a loose spring. Therefore, the unwinding member mounted to rotate with a small gap or tolerance cannot perform a compensating motion to compensate for different liner thicknesses having different starting points. In this case, it is suggested that either a slight elastic movement may provide compensation and a more uniform contact, or alternatively, the liners may be compensated by a defined movement such that they contact each other in a similar manner. This can be achieved in particular by precisely manufacturing, producing or carefully adjusting the lining and selecting a suitable contact geometry (as described above).

Fig. 30 shows a possible recommended procedure with respect to the calibration spring 046 and/or (also conditionally) elastic effect, which can be used for the same purpose (advantageously, for example, also in the range from few to substantially no linings, and thus, for example, also in the direction of rotation of the actuator not used for normal operation and/or service braking or other braking, and thus, for example, not used for braking, range 082): from an initial position, such as the shaft intersection in fig. 30, with increasing actuator speed, there is still no spring effect, the holding speed is still free of spring effect (which can be seen as e.g. running in a loss-compensating manner without other energy supply), the tensioning of the spring with calibrated spring characteristics 049 comes from the mass inertial force of the (e.g. substantial) rotation until the determination of the "braking distance" by which the spring stops the rotation, by the acceleration of the spring (now e.g. against the above-mentioned direction of rotation), whereby the acceleration can also run e.g. with a defined motor current (thus also advantageously zero, for example), approaching a point from which then normal operation or other braking starts in a region or range 082 for braking, such as the shaft intersection in fig. 30. This process can be performed in a short time, for example when the brake is switched on, and already provides a very comprehensive image before the initial braking operation, and brings the brake into a defined state for the subsequent braking operation: during acceleration, electrical and mechanical losses can be seen, also until the spring is reached, then during tensioning of the spring, for example without (or with a defined, e.g. loss compensated) electrical energy, the mechanical losses can be seen, before the direction of rotation is reversed, the measurement can show what is necessary (e.g. current, moment, etc.) to maintain the spring tension at rest, during a subsequent acceleration after the direction of rotation reversal, for example after acceleration, e.g. a "coasting phase" (e.g. without additional electrical energy supply or e.g. with a defined electrical energy supply), the mechanical effect of the spring force against mass inertia can be seen, and the use of rotational energy can be shown to overcome the mechanical losses. An initial loss 016 in the region or range of 082 (which is not used for braking) may be considered "no-load loss", which loss 016 may be higher after calibrating the spring characteristic 049. When the rotation directions are reversed, they in principle look double (left double arrow 016) because they appear first in one direction and then in the other after the reversal.

The same applies to the right-hand loss 016, which is generally even higher than the left-hand loss 016 due to the pad pressing force. This is not limited to this process entirely.

It is recommended (but not mandatory) to place the spring in a position for transmission where the spring is driven more than the travel of the lining, because at smaller spring forces the process will be closer to the normal braking range, or smaller springs may be used. In the above-described process, many measurements can be made, although this is not mandatory, but the total energy consumption in the whole process can also be measured, for example, and since no energy is needed without loss, a conclusion can be drawn from the energy of the loss state. Thus, how accurately the program runs, whether only part of the program will occur or be utilized, and when and how to measure what, and which

areas

081 and 082 are used or not used, is freely configurable, it is important that the program can be used for calibration (e.g., when on, but also for other situations). For example, it can also be seen that in the region 081 for braking, the actuator moment then increases due to, for example, a too large air gap, which thus results in a dashed curve 081. It may also make any measured value identifiable, for example a measurable state on the actuator that is expected for a certain pressing force (braking effect). Generally, the process described above is converting one form of energy into another (e.g., electrical energy into mechanical energy and/or kinetic energy into potential energy, such as spring tension, mechanical energy into electrical energy). Of course, the method is generally applicable to such energy conversion and is not limited to components such as "calibration springs" nomenclature. Thus, for example, a physically equivalent process (and/or partial process) occurs when the actuated brake (which acts as a spring) accelerates the motor and/or decelerates the actuation movement of the brake during release, for which purpose, for example, acceleration or deceleration can be performed with zero motor current in order to substantially detect mechanical losses. Thus, the clamping force (or resultant torque) in the brake (and possibly other forces, such as from a spring) acts as an accelerating or retarding force. When this is stored (e.g., as a characteristic curve), then the actual state of the brake may deviate from the stored state, and when the clamping force is measured or estimated (e.g., from the current), then the measurement has a tolerance. In the case of braking, where the actuator movement and the lining movement are linked by a stable transmission ratio, the actuator moment will vary greatly with the contact pressure position, which of course can still be the case for the application of the energy method already described here. However, the use of so-called nonlinear EMBs is recommended, since the actuator torque does not vary as much over the entire actuation process as the linear EMBs, so that in the case of deviations the acceleration torque and/or the braking torque are easier to understand than the linear EMBs or do not contain such strong deviations.

The motor regulator (e.g., for BLDC, such as FOC) has a lot of information needed here, such as position, speed, rotational speed, torque (e.g., from torque generating current) or can be supplemented with additional information, such as mass inertia, expected clamping force from the brake (or information that can be assumed and/or determined from measurements). It is therefore proposed to obtain the explanation in respect of fig. 30, also in direct cooperation with the information of the motor regulator and/or of the search parameters (e.g. losses) available here, which of course need not be permanent, but can also occur, for example, as the case may be. For this purpose, it is of course also recommended to apply the energy conversion or total torque described above.

Fig. 3101-3102 show a proposal for symmetrical actuation of two linings in a disc brake similar to a drum brake (e.g., as shown in fig. 29): in the case of an electromechanically driven disc brake, the spring may press the linings apart again when the brake is not in operation, but the lifting process of both linings (e.g. in the case of a drum brake) will not be performed. On the one hand, it is therefore proposed here to perform a lift-off procedure similar to a drum brake, also in the case of a disc brake, for example, two springs against a fixed part (for example, a wheel bearing part), and the disc brake operates symmetrically as the above-described drum brake and adjusts the wear symmetrically (symmetrical wear adjustment 02 in fig. 3101), or, for simplicity, a unilateral behaviour (as shown below) will be utilized. For example, in the case of a drum brake, as the center portion rotates, the wear adjuster may move away at the lower pivot point of the lining in a manner similar to a cable tensioner having left and right hand threads. This is not present in disc brakes. It is therefore advisable to use, for example, a double-acting wear adjuster (02 in fig. 3101) with two expansion parts 051 symmetrical to the fixed part 09 (similar to a drum brake, for example a wheel bearing part), or, as shown in fig. 3102, a double-sided expansion part 051 with two wear adjusters 02.

The wear readjustment function 02 of fig. 3101 or the spreading member 051 of fig. 3102 may be more or less elastically coupled (or in a way that a compensating movement is possible) to the fixing member 09 (indicated by a curved connection from 09 upwards), so that a greater elasticity is provided, and a possible asymmetry (contact force or geometry or wear) may be improved compensated, but a more rigid fastening asymmetry is provided, so that the "run-off" is faster, e.g. the lining wears faster, so that a better symmetry is obtained. In fig. 3101, it can be seen that the deployment members 051 may preferably be actuated together (and may also have different strengths), and in fig. 3102, it can be seen that the two wear adjusters 02 may preferably be adjusted together (and may also have different strengths). The disadvantage of the above-described points is that, on all parts (unwinding part, wear adjuster), the entire clamping force is also present on the doubly present parts.

Thus, in fig. 3201-3202, it is suggested that center-related drum brake adjustment may also be achieved in different ways:

in this case, the compensating movement is thus produced by only one wear adjuster 02, the wear adjuster 02 serving to compensate for the movement during wear: in fig. 3201, the arrow from the center of the disc points to the distance of the unfolded part pivot point 057 to a reference point, e.g. the center of the disc (e.g. the surface area of the disc is also conceivable). In fig. 3202, the arrow points to an unworn initial position similar to that in fig. 3201, but it can be seen that the pivot point of the deployment element 057 has moved to the left due to wear, which is seen by the arrow in the "fixed part" 09 in fig. 3202. This offset may be generated by the wear adjuster in fig. 3202 (arrow labeled 02). For this purpose, the wear adjuster may have, for example, two threads: one carrying the entire clamping force at a larger pitch and the second at, for example, half the pitch, which only has to carry the load of the center guide (lever pivot point). In this case, how the necessary "displacement of the pivot point of the deployment section 057 with respect to the stationary part" is achieved is illustrative, but is still optional, and therefore all suitable means of causing displacement may be utilized. The same applies to the elastic guiding and displacement geometry of the fulcrum. In order to produce such a partial movement (for example half of the wear adjustment), for example with lever reduction, there are many possibilities (not explicitly shown here). Many possibilities are also proposed to implement the basic set-up on which the partial movement is based: such as the production of accurate manufacture and/or wear of the bond pads (which compensates for residual inaccuracy), adjustability (e.g. by adjusting screws), the possibility of heavy-duty displacements with which an initial state will be established when the brake is applied strongly, etc. It is also possible to make only basic adjustments during the manufacturing process and then to use a precise brake lining, wherein for example grinding the lining together with the carrier plate to a precise thickness during the manufacturing process is not difficult, for example at least in pairs to the same thickness.

For example, in fig. 3301, the possibility of adjustment using clamping screws (indicating passing through the fixing element 09) is shown, which can be done, for example, at the factory or at the time of replacement of the lining, to obtain the correct air gap on both sides, or, for example, when the brake is looking for the correct position by clamping.

In fig. 3302, it is shown that no manipulation (e.g. clamping) is required, but that the adjustment (e.g. when the brake is applied) can also be effected automatically by sufficient friction (here, for example, by means of a compression spring force in the fixing element 09, which compresses the black part upwards). In this case, it is recommended that such "automatic action" of course not only take place at a defined start (for example, replacement of a lining), but also more frequently or at each brake start. Thus, the above-described "movement of the lever pivot point to the fixed position" may also be combined with an adjustment option, e.g. an additional means for "movement of the lever pivot point to the fixed position" becomes unnecessary, or with an automatic readjustment option (e.g. a pressure spring), and only one adjustment (e.g. a pressure spring) without any manipulation is required to maintain a comparable effect. This of course can be applied to many brakes, such as drum brakes, where this possibility can also be between brake plates, or at the non-actuated end of the brake plates, or floating caliper brakes. The large dots above in fig. 3301-3302 simply outline a portion of the actuator that is tuned by self-tuning or non-self-tuning.

In fig. 34, it is shown that the transfer ratio of the unfolded part should be defined and not subject to unexpected changes, as represented by the dashed curve of the desired transfer ratio, which has a linear travel on the x-axis and an angle on the y-axis. Thus, the actual contact point of the rotated contact surface 0591 on the non-rotated contact surface 0592 should always be well defined, which can be achieved by, for example, a precisely finished circular part (e.g. a cylindrical pin), but only worse if the circular shape is formed, for example by chamfering. On the left side of fig. 34, a rolling circle is shown rotating about the deployment member pivot 057, providing such a defined relationship between angular and linear travel for, for example, circular contact pressure movement. However, when there is no roll-off, other things occur, such as the steps represented, which may have been produced by, for example, chamfering, with a superimposed deformation in the relationship between angle and stroke. Of course, such damage affects the pressing force because the force transmission ratio is disturbed (by the change in the length of the lever), and the contact pressure is generated by the contact pressure path and elasticity because the contact pressure path is disturbed (by the change in the length of the lever). Thus, the control of the brake is disturbed. For this reason, it is proposed here to use well, precisely and inexpensively manufacturable rolling elements, for example cylindrical pins or elements for this purpose, which naturally provide geometric specifications as a result of their conformity to the dimensions of the load. This geometry can be deliberately accepted here even if the minimum lateral compensation movement is not achieved. Of course, the proportion of disturbances will depend on a measure of the geometric inaccuracy of the total travel of the contact pressure movement. Thus, for example, in the case of short strokes, it may be advantageous to grind the cylinder as precisely as possible in geometry (e.g. round), but in the case of longer strokes, contours such as forging, pressing, casting etc. are sufficient for this purpose.

In an embodiment not shown in the present example, the braking device comprises an actuator 04, in particular an electric actuator 04, a transmission unit 045, a brake lining 063 and a friction surface.

The actuator 04 moves within a limited range of actuator operation. In at least a portion of its actuator operating range, the actuator 04 rotates the deployment device about at least one pivot point via a transmission unit.

According to the present embodiment, the actuator 04 presses the brake lining 063 in the direction of and against the friction surface for braking in at least a part of its actuator operating area by means of a spreading device for generating a pressing force and a braking torque generated thereby.

Furthermore, the transmission unit indicates a non-linear member 03, the non-linear member 03 not being constant over at least a portion of the operating range of the actuator and rotating the deployment device according to the non-linearity.

Accordingly, the invention is not limited to the shown embodiments, but only includes a brake device and any machine according to the following patent claims.

Claims

1. The braking device comprises a braking device and a control device,

wherein the braking means comprise an actuator (04), in particular an electric actuator (04), a transmission unit, a spreading device, a brake lining (063) and a friction surface,

Wherein the actuator (04) is movable within a limited actuator operating range,

wherein the actuator (04) rotates the deployment device about at least one pivot point via the transmission unit in at least a part of its actuator operating range,

and wherein the actuator (04) presses a brake lining (063), in particular for braking, in particular for generating a pressing force and a braking moment generated thereby, via the spreading device at least in a part of its actuator actuation area in the direction of and/or against the friction surface,

it is characterized in that the method comprises the steps of,

the transmission unit indicates a non-linear member, i.e. a non-constant transmission over at least a part of the operating range of the actuator,

-and the transmission unit is capable of rotating the deployment device according to the nonlinear component.

2. A brake apparatus according to claim 1, wherein,

the deployment device is at least partially surrounded by a braking device, in particular by a transmission unit,

and/or the deployment device is loosely arranged in the braking device,

-and/or the deployment device is arranged in the braking device.

3. A brake device according to claim 1 or 2, wherein,

in at least a part of the operating range and/or area of the actuator, in particular in the initial actuation point of the actuator (04) or the initial actuation area of the actuator (04), the deployment device is arranged to effect a relative movement with the brake lining (063), a part of the brake device pressing against the brake lining (063), the actuator (04) and/or in particular a stationary transmission unit part,

Wherein, if applicable, in particular exclusively, the relative movement of the deployment device is performed along and/or within the rotation plane of the deployment device,

wherein, if applicable, in particular exclusively, the relative movement of the spreading means is performed substantially perpendicular to the direction of rotation of the spreading means, in particular the direction of compaction,

wherein, if applicable, in particular exclusively, the relative movement of the deployment device is performed in the longitudinal direction and/or the transverse direction of the deployment device,

wherein, if applicable, the relative movement of the deployment device is performed in all extension directions of the deployment device.

4. A brake apparatus according to any preceding claim, wherein,

the deployment means indicates the presence of at least one compression surface area (0591),

a brake device, in particular a transmission unit and/or a component of the brake device pressed against a brake lining (063), comprising at least one abutment surface,

at least one pressing surface area (0591, 0592) pressing against at least one abutment surface area in at least a part of the actuator operating area, thereby causing the deployment device to rotate and/or move,

-the compacting surface areas (0591, 0592) and the abutment surface areas are designed such that these surface areas perform a relative movement, in particular a sliding movement and/or a rolling movement, with respect to each other, in particular during rotation and/or movement of the deployment device.

5. A brake apparatus according to any preceding claim, wherein,

the actuator (04) rotates the deployment device via the transmission unit at an initial rotation point in at least a part of the actuator operating range and/or area, in particular in a second actuation point of the actuator (04) or in a second actuation area of the actuator (04),

and/or the actuator (4) rotates the deployment device via the transmission unit at an additional rotation point in at least a part of the actuator operating range and/or area, in particular at an additional actuation point of the actuator (04) or an additional actuation area of the actuator (04),

and/or the positions of at least two rotation points deviate from each other,

and/or the position of the rotation point is limited by the design of the braking device,

and/or the braking means are designed such that the displacement of the rotation point of at least two rotation points of the deployment device is resisted by an elastic resistance, in particular by using resistance means,

and/or at least one rotation point is mounted and/or freely movable, in particular when not mounted.

6. A brake apparatus according to any preceding claim, wherein,

the spreading means comprise at least two spreading means parts, where appropriate at least one spreading means part, if applicable considered as a pin, a peg and/or a prefabricated part,

And/or at least one compression surface area (0591, 0592) of the deployment device is at least partially formed by the deployment device components,

and/or at least one compression surface area (0591, 0592) of the deployment device is at least partially arranged on a deployment device component,

and/or the stent parts are connected to one another, in particular in a force-fitting, adhesive, pressing and/or welding manner.

7. A brake apparatus according to any preceding claim, wherein,

the deployment device is designed to be non-linear,

-and/or the deployment device is rotated by the actuator (04) via the transmission unit within a limited rotation range, wherein the deployment device indicates at least one non-linear member (03), i.e. a non-constant transmission ratio over at least a part of the rotation range, if applicable.

8. A brake apparatus according to any preceding claim, wherein,

the transmission for the transmission unit is selected and/or designed such that the actuator (04) is operated in at least one partial range and/or region of its actuation operating range at one of the optimal operating points of the actuator (04) deviating from the operating point,

-and if applicable, the actuator (04) is operated in at least one partial range of its actuation operating range at one of the operating points deviating from the maximum power operating point of the actuator (04).

9. A brake apparatus according to any preceding claim, wherein,

the transmission unit, in particular the deployment device, performs or converts the movement of the actuator (04) in one initial direction starting from the first position,

-and/or starting from an initial position, in particular a zero position, for adjusting the air gap (068), in particular for actuating the wear readjustment (02) and/or the transmission unit of the wear readjustment device, in particular the deployment device, performing or translating the movement of the actuator (04) in a second direction, in particular opposite to the first direction.

10. A brake apparatus according to any preceding claim, wherein,

a wear readjustment device is arranged in the deployment device at the rotation point,

and/or the wear adjustment means comprise a drive unit,

and/or the deployment device comprises a drive unit, and wherein, if applicable, the wear readjustment device is arranged in the drive unit of the deployment device,

and/or a wear readjustment device is arranged between the actuator (04) and the transmission unit or between the transmission unit and the deployment device,

-and/or the braking means comprise wear readjusting means, in particular actuated exclusively by the actuator (04), the transmission unit and/or the deployment means.

11. A brake apparatus according to any preceding claim, wherein,

the actuator (04), the transmission unit and/or the deployment device for braking and wear readjustment (02) are provided in particular for actuating the wear readjustment device,

-and/or the braking device comprises only one actuator (04), the actuator (04) being used for braking and for wear readjustment (02), in particular for actuating the wear adjustment device.

12. A brake apparatus according to any preceding claim, wherein,

the actuator (04) comprises a number of components,

-and/or the actuator (04) comprises a spring, in particular an actuating spring (042), and comprises an electric motor (041), wherein, if applicable, the spring and the electric motor (041) are independent of each other in terms of component size and/or direction of action,

and/or, if applicable, that the spring interacts with the electric motor (041) via at least one additional component and/or via a transmission unit,

-and/or the actuator (04) comprises two electric motors (041),

and/or the braking device interacts with at least one electric motor, in particular with an electromagnetically excited electric motor.

13. A brake apparatus according to any preceding claim, wherein,

The transmission unit comprises a kinematic device,

and/or the transmission unit comprises cams, ball or ball ramps and/or levers.

14. A brake apparatus according to any preceding claim, wherein,

the transmission for the transmission unit, in particular during braking operations, can be changed,

and/or for the transmission of the transmission unit, in particular when active, can be preferably changed by rotating the ratchet wheel,

and/or for the transmission of the transmission unit, in particular when passive, can preferably be changed by spring-loaded retraction of the components or by elastic deformation of the components.

15. A brake apparatus according to any preceding claim, wherein,

the transmission unit is selected and/or designed such that at least one section with non-linear components is generated, provided and/or arranged along the actuator operating range,

and/or the transmission unit is selected and/or designed such that at least two partial sections of the nonlinear component (03) having different roles are produced, formed and/or arranged along the actuator operating range, and/or at least one nonlinear component (03) wherein the nonlinear component (03) is selected from the following:

a. a nonlinear component (03) for overcoming an air gap (068) between the brake lining (063) and the friction surface,

b. A non-linear member (03) for determining the contact point of the friction surface and the brake lining (063),

c. a nonlinear component (03) for achieving a minimum braking effect,

d. a nonlinear component (03) for generating an increased braking torque,

e. a nonlinear component (03) for operating with reduced electrical power requirements,

f. a nonlinear component (03) for rapidly achieving a high braking effect,

g. a nonlinear component (03) for measuring and/or setting parameters,

h. a nonlinear component (03) for reducing electrical and mechanical stresses during the beginning of a lining stroke,

i. a nonlinear component (03) for compensating brake attenuation,

j. a nonlinear component (03) for wear readjustment (02).

16. Machine, in particular a transportation device, a conveyor, a vehicle, an elevator or a bicycle, comprising an electromechanical brake (01) according to any of the claims 1 to 15.

17. Machine according to claim 16, comprising an additional, in particular electronic, brake device, wherein the additional brake device is designed in particular as a parking brake.